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THE AMERICAN MAGAZINE
OF AERIAL LOCOMOTION

VOL. 7
NO. 1.

JULY, 1910

25
CTS

'acts About ^^^Elbridge'^ Engines

More actual pov/er for weight than any other engines in the world !
Only engines with unlimited guarantee based on actual performance !

5SS bulk for the
wer than any other
gines in the world !

wer parts (Work-
r or otherwise) than
y other engine in
i world!

laranteed speed
ige 200 r. p. m. to
OO r. p. m.

Extra large bearings,
—more than 15 in. in
4^cylinder engines.

A refinement of detail
only possible in a light
weight engine that
has actually been on
the market more than
four years.

ELBRIDGE "FEATHERWEIGHT"

Elbridge rating, 40 h. p. A. L. A. M. rating 60 h. p. Weight 167 lbs.

Also made in 2 cyl. 20 h. p. ; 3 cyl. 30 h. p. ; 6 cyl. 60 h. p..

Air-cooled engines, 1 to 4 cyl. 5-20 h. p. at 1 ,000.

— Particulars and prices on request -

LBRIDGE ENGINE COM PA NY

Culver Road

Rochester, N. Y.

AERONAUTICS J^^b, ^9^"

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"History Repeats Itself"

prince ^enrp Cour

I First five winning cars in tour

I Ninety-five (95) out of a total of 1 27 entrants
and the first ten cars in speed trials

I USED

*
•I-

T (Made in Germany

t A Brilliant Repetition of Prince Henry Tour
t Victories in 1908 and 1909

I Victories for

Annular Ball Bearings

Victories for
t AS USUAL

The
I [i^^Ml^ Master

Magneto!

4» ^^Sfisii-afii^^ Made in Germany

% First and Second fastest times in speed trials

4* Fourth in the big tour, defeating 123 other contestants

^ Times Building, New York

+
*

J. S. BRETZ COMPANY, Sole importers
Times Building, New York

4M|.4.4.4.4.4.4i4.4i4.4.4.4.^4.4•4••^4•4•4•^4••{••^•f4•4••^4••^4•4•4•4••^4•4••^•{••I••l••t••l'4•4••^•i••^4•4•4'•^4•4•4•4•<i•<l••{••(

In answering advertisement^tease mention this magazine.

AERONAUTICS

FOUR CYCLE WATER COOLED

AVIATION ENGINES

Four Lbs. per H. P. 50 H. P. and 30 H. P.

For ten years we have been building light weight speed engines
That Run and our aviation engine is Not An Experiment

July, igio

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4-
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4*
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+
4*

Propellers

built of Laminated Ma-
hogany fitted with Bronze
or Aluminum Hub and

GUARANTEED

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Price with Standard Equipment

50 H.P., $830 30 H.P., $650

C I H. P. and I 00 H. P. Aviation Engines
built on special order

C If you want a reliable Light Engine delivering

REAL HORSE POWER, call on us

Harriman Motor Works, Inc.

South Glastonbury, Conn.

Jn answering advertisements t<lease mention this magazine.

AERONAUTICS

July, iQio

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In answering advertisements please mention this magazine.

AERONAUTICS

July, ipio

TO THE PROMOTERS OF THE

Coming Aeroplane Meets

YOL' want exhibitions of 3I;ui-Liftin^-
AeropLanc Kite Flyinji,- to interest the
crowds while the aviators are not flyinfi".
<L Hifj'h or even moderate winds will in-
variably keep the aeroplanists from flyinji-
until late each afternoon. Before then we
will fill the air with lunidreds of 9- and 1"2-
foot Aeroplane Kites of every known kind.
By flyinu- these, dozens in tandem,
enormous American flaijs, streamers and
announcement banners about the meet can
be lifted a half mile in the air.

C These scientific kites will fly

all day and the displays will be

a f^reat attraction in themselves

and will keep the crowds quiet

and contented, when for any

reason the aeroplanes cannot fly.

C At the Meet of the West Hudson Aero

Club at Arlington, N. J., June, 1909, New

York papers said, "The hundreds of kites

in the air were a decided feature."

SAMUEL

110 Tremont St.

F. PERKINS

:: Boston, Mass.

MODELS

q I am a SPECIALIST in the
model-making art.

^ It is my business to duplicate in
miniature any apparatus of any
kind from the large machine or
from scale drawings, accurate to
the 1 00th part of an inch.

^ Models made for the Patent
Office.

^ My plant is one of the most com-
pletely equipped in the country.

^ Only high class work solicited.

CHAS. E. DRESSLER

385-390 Second Ave. :: New York

= Glenn Curtiss Flies from Albany —
to New York City

In a Bi-plane Equipped with PALMER AEROPLANE TIRES

(See page 7 for an account of the flight)

The B. F. Goodrich Company', Hammondsport, N. Y., June 4, 1910

cAkron, Ohio
Gentlemen:^! have your letter of June 1st and thank you for your complimentary
expressions.

The Palmer Tires, with which I equip all of my aeroplanes give the best of
satisfaction for the purpose. The light weight does not greatly impede the lifting
power of the machine and the great resiUency enables me to land without shock on
the hardest ground and to pick up speed quickly in starting. I am glad to credit a
part of the success of my aeroplane to the Palmer tire.

Yours very truly,

(Signed) G. H. Curtiss

The Palmer Aeroplane Tire

Manufactured by

The B. F. Goodrich Company :: :: Akron, Ohio

In answering advertisements please mention this magasine.

AERONAUTICS

July, ipio

GLENN GURTISS AT IN^^^OOD-
ALBANY TO NEW YORK FLIGHT
HE USED A BOSCH MAGNETO

I icAeronautics

MY object in undertaking aeronautical ex-
periments has been purely from the
standpoint of sport. In this I must say
that I have not been disappointed. I and my
friends have certainly found in it more out-
door sport and interest than in anything else I
have attempted in the past. Up to the time
I sprained my ankle by a foolish attempt to
beat a previous record, I made flights several
times a week, or whenever the breeze was fair.
There is not the slightest doubt that "flying"
is the great coming sport. From my experi-
ence I believe that the younger class of people
who enjoy outdoor life will buy gliders and
motor planes, and arrangements will be made
so that the machines can be kept and used at
the country clubs and the golf clubs, to one
of which most of us now belong. At these
country anrl gnlf clubs there is most always a

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Gliding as a Sport

By Hiram Percy Maxim

Towed in this manner, the machine rises beau-
tifully. It is absolutely steady, and when one
gets thirty or forty feet above the ground
there is usually found enough wind to keep
one aloft without the tow having to advance.
After becoming acquainted with the machine
and the balancing and controlling, the tow
lines are left off, and flights are made by run-
ning with the machine down a hill against the
wind. .After running aliout ten or fifteen feet

corps of servants to look after a machine, and
do the necessary repairing and refitting. In
addition, these clubs always have splendid
grounds upon which to practice flying. There
are always hills for gliding, and in most cases
there are large areas free from trees and
similar obstructions. A great advantage is
that in clubs of this nature the general public
would not have access, and one would be able
to begin his practice, which is always very
clumsy, without having the invariable "gallery"
of hangers-on, which is unavoidable at any
public field.

The illustration shows my Wittemann glider,
which is really a very superb piece of work,
being towed by a man against a breeze which
probably was about fifteen miles per hour.

a lift on the front of the machine carries one
straight up into the air, and it is possible to
coast down to and beyond the bottom of the
hill, very similar to one coasting down a hill
on a toboggan in the winter time. The greater
the skill and the better the breeze the farther
the coast. Indeed, I am wondering if with
enough skill and breeze it would not be pos-
sible to actually keep aloft indefinitely. If this
were possible it certainly would open up great
things.

The accident which I was unfortunate
enough to suft'er was due to carelessness on
my own part. For the benefit of those who
may also be so intoxicated by this most fasci-
nating of all sports as to act foolishly, my ex-
perience may be worth noting;

AERONAUTICS

I had made several very successful flights,
being towed by an automobile against a breeze
which did not amount to more than five or
six miles per hour. Just at sundown I decided
to make a new form of bridle hitch, and by
the time I had completed it it had grown quite
dark and the wind had fallen just short of a
flat calm. Of course, it was no time to at-
tempt to glide, and had it not been for the
enthusiasm which this sport arouses I would
have stopped. I told the driver of the auto-
mobile to give me as near 20 miles an hour
as he could judge in the dark. At the rear
of the automobile we had fastened a 15-ft.
length of 2-in. by 4-in. spruce. From the
ends of this two tow lines were run, one to
each end of the glider. After starting I
rose quickly to about 50 ft., and in the ex-
citement the driver of the automobile veered
slightly from the true course. This meant con-
siderable variation at the ends of the 15-ft.

July, ipio

timber at the back of the car. The result
was that my starboard tow line became very
taut, while my port line became slacked. This
pulling on one side immediately tipped the
glider up. I corrected this, but in the swing-
ing sideways, due to the elevation, it suddenly
brought the taut line to the other side. This
gave me a sudden reversal of the dip, which
was of such terrific magnitude that I could
not begin to control it. The result was that
the planes actually tipped up until they were
standing straight up and down in the air.
The machine then, of course, dove sidewise,
and the result was a sprained ankle, knee and
hip joint for the too enthusiastic writer.

The moral is not to attempt these things
unless it is light enough for the automobile
to hold a straight course, and also unless
there is a little breeze. In the free flights
down hill there is practically no danger of
accident to anyone having ordinary dexterity.

Can a Man Fly
With Wings?

By H. La V. Twining

[Continued from the June Number]

President Aero Club of California : Head of Physics

and Electrical Engineering in the Los Angeles

Polytechnic High School ; Author of

"Wi7-eless Telegraphy." Etc.

A superfi.cial observation of the bird brings
out the following facts : The wing is attached
by its front edge forward and above the
center of gravity of the body of the bird ; and
the center of gravity of the body and the
center of figure of the two wings are situated
in nearly the same vertical plane. This rela-
tion is fundamental.

The pectoral muscles that lower the wing
arc attached to the front edge of the wing

muscles. The muscles that elevate and de-
press the wing therefore oppose one another.
This makes a lever of the third class of the
wing, whereby power is converted into speed,
forming a lever similar to the arm, at the el-
bow.

In Fig. I, let A be the body of the bird, B
the large pectoral muscle, D the hinge joint,
and E the elevator muscle. In this lever, for
striking the air D is the fulcrum, E and B
the power, while C is the long arm to receive
a long and swift sweep. Consequently, d;
short and powerful contraction of the muscle
B resulting in a small movement at O throws
the end of the wing C, through a long dis-
tance quickly. Since the reaction of the air
upon the wing C is proportional to the square
of the speed with which it is driven, we can
see at once the advantage of this arrangement.
Here is a factor that makes the length of the
wing much more effective than its width. In
fact the wing must be narrow and long in or-
der to develop the greatest reaction, and it is
not a mere matter of the relation between
square surface and weight with which we
have to deal. The less the surface and the

near the body, and the elevator muscles are
found underneath the large pectoral muscles.
They send a tendon up around the hinged
joint between the wing and shoulder. This
tendon attaches to the upper front edge
of the wing, nearer the joint than does the
lower rnuscle. The remarkable fact to be
noticed is that the elevator muscles are very
small and weak compared with the depressor

shorter the wing, the greater the speed with
which it must be driven in order to develop the
same reaction. The wider the wing and the
shorter it is, the square surface remaining
the same, the faster it must be driven in order
to develop the same lift. The longer the wing,
the slower it can be driven in order to de-
velop the same lift. In fact, its speed will
vary inversely as the square of its length and

AERONAUTICS

July, ipio

inversely as its width. It is readily seen that
it is the outer end of the wing that really
does the work. In fact, the inner part of
the wing can be entirely cut away, and it
will remain just about as effective. Either in
soaring or in flapping flight, it is the end of
the wing that is the most effective.

The next feature to be noted is this : In or-
der to obtain support a lo-lb. turkey must
develop 5 lbs. reaction under each wing.

We shall suppose that this 5 lbs. reaction to
exist at the center of pressure which we shall
suppose to be two-thirds of the way out
towards the tip, at least. Since the pressure
increases with the square of the distance from
the center of motion, this is very nearly true.
The turkey that I mentioned before has a wing
spread of 5 ft., with an area of 3 sq. ft.,
and an average width of 71/2 in. This would
locate the center of pressure about 20 in. out
from the shoulder. The pectoral muscle that
depresses the wing is attached about iH i"-
from the shoulder. Here an important point
presents itself. In a lever, the power times
the power distance equals the weight times the
weight distance. In Fig. i, if we regard
the power applied at O as represented by X,
D being the fulcrum, the power distance is
OD. The reaction, which is equivalent to the
weight, is at M and hence MD is the weight
distance. QD is i^ in., MD is 20 in. and the
reaction at M is S lbs., hence (X) (i^)
equals (20) (5). Solving X, equals 66S lbs.

If the above analysis be correct, then the
turkey must pull with a force of 663 lbs. on
each wing in order to fly. if it is continuously
to support its weight. That is to say the
turkey must maintain a pull of 133J lbs.,
while flying or soaring, provided it is con-
tinually supporting its weight.

This means the expenditure of .24 h. p. in
order to rise i ft. in i sec. or .12 of a h. p.
to rise 6 in. per sec.

This is preposterous. A man's rate of work
is about .1 h. p. If a man climbs a moun-
tain, rising at the rate of a foot per second
he has to be a hustler. This requires .27 h. p.
In fact to go upstairs at that rate will take
the breath out of an ordinary man. If he
climbs at the rate of 6 in. per sec. he will
be doing pretty well. This is .13 h. p. A
lo-lb. turkey is not very fond of flying. A tur-
key buzzard, however, weighing 4 lbs. and
having a wing expanse of 3 ft. and an average
width of 8 in. flies and soars with ease. Each
wing is iy> it. long. This gives an area of i
sq. ft. per wing, or 2 sq. ft.

In this wing then we have: (X) (i) equals
(2) (12) ; the pectoral muscle attaches i in.
from the shoulder; and 5 of 18 in. is 12 in.;
a 2-lb. reaction is necessary at M. Con-
sequently X equals 24. Hence the buz-
zard must pull 24 lbs. on each wing or 48 lbs.
in all. This gives the turkey buzzard about
.T h. p. to rise i ft. per sec, whether soaring
or flying.

An ordinary man weighs 37V2 times as
much as the turkey buzzard, and if the buz-

zard is expending energy at the same rate that
a man expends energy, then it has to burn
as much fuel as a man in a stove 1/37 as
large. This does not look good to a reason-
able mind, and there must be some mistake
in it.

If, on the other hand, the fulcrum is not
at D, Fig. I, after the resistance of 2 lbs.
is developed at M, but at M instead, then
we have an entirely different proposition.
In a lever the fulcrum is at the point of sup-
port when the weight is lifted. When the
bird is lifted by the reaction of the air, it is
resting on the center of pressure of the wing.
Hence the fulcrum ought to be found at that
point. If this supposition be true, then the
weight arm and the power arm are very
nearly equal. MD is the weight arm and MO
is the power arm. Then (20) (5) equals
(18.5) (X) whence X equals very nearly 5.4,
in the case of the turkey. In the case of the
buzzard X equals 2.18 lbs.

This shows that a bird in flying has to lift
practically its own weight only. This looks
more reasonable. This represents .02 h. p.
for the turkey and .008 h. p. for the buz-
zard in rising i ft. per sec.

There are losses to be taken into account
here, of course, that would increase this.

But the question is, is the fulcrum really
out at the center of pressure on the wing?
Experiment only can determine it, although
to suppose otherwise does violence to the
judgment.

In a recent experiment results were ob-
tained, which point clearly to the conclusion
that the fulcrum is really out at the center
of pressure.

EXPERIMENTS WITH MACHINE.

Last sum.mer I constructed a machine built
on the principles of bird flight as I see it.
The machine weighs about 100 lbs. My
weight is 140 lbs., making 240 lbs. The wings
are manually operated by levers, which attach
to the front edge of the wings through links,
giving a leverage of four to one. The links
attach 3 in. from the shoulder of the ma-
chine. The point of attachment is thus located
forward and above the center of gravity of the
body and machine. The machine is mounted
on three bicycle wheels. I had hoped to cause
it to run along the ground when the wings
were made to oscillate, and after getting up a
speed of 8 or 10 miles per hour on the ground,
I hoped to be able to develop enough lift to
take it off the ground. But nothing of the
kind happened. I could beat the wings some
52 half beats per min., and develop enough
reaction to take the wind out of me in about
TO sec. The wings had 30 sq. ft. each of sur-
face and were some 10 ft. long by 4 ft. wide
at the widest part. It took only a one pound
and a half pull to move the machine along
the ground with myself in it.

We suspended the machine by a block and
pulley attached to a spring balance, and with
myself in it, it weighed 240 lbs. By beating
the wings down the machine rose 2 in. and gave

AERONAUTICS

July, ipio

a i20-lb. lift on the scale. On the up stroke
the machine rose slightly and developed for-
ward motion.

Now if the fulcrum is at the shoulder we
have the following: OD, Fig. i, is 3 in., DM
is 80 in., hence (3) (X) equals (120) (80) or
X equals 3,200 lbs. That is it would take a
pull of 3,200 lbs. at O to develop a reaction
of 120 lbs. at M on both wings in order
to lift the machine. It would take one-half of
3,200 lbs. or 1,600 lbs. to develop 60 lbs. at
M in order to lift half of the weight.

As a matter of fact I was lifting half of
the machine by making a 200-lb. pull at O. If

the fulcrum were at D, I should have been
able to have developed only a 9-lb. lift in-
stead of 200 lbs. lift.

By an i8-in. motion between the hands and
feet, the tip of the wings can be swung
through 10 ft. The above results seem to in-
dicate that the fulcrum is out on the wing,
and if that is the case, there is no reason
why flight with wings should be impossible.

There are other factors though that might
favor or prove unfavorable to the above con-
clusion. If the wing is wasteful of power,
or if the power is applied in a very disadvan-
tageous manner, it might still be impossible.
[To be contintied]

* t

I New Prizes t
* t

Curtiss' Flight Gets New Prizes.

The Albany-New York flight of Curtiss imme-
diately had its effect on prize giving. For the
past two years newspapers have been asked to
offer prizes, but they seemed very cold. Mr. Cur-
tiss' flight seemed to work wonders over night.

World-Post-Dispatch $30,000.

At the Hotel Astor hancinet the .$."0.(100 prize
of the New York World and the St. Louis Post-
Dispaich for a flight from New York to St. Louis,
was made public. Conditions have not yet been
named, as the prize will, it is expected, be award-
ed under the rules to be formulated by the national
federation at its convention on, June 22.

N, Y. Times-Chicago Post Prize.

Another big prize of .$2.5,000 was announced at
the Astor dinner by the New York Times in con-
junction with the Chicago Evening Post, for a
flight between Chicago and New York, about 9G0
miles. Other prizes will undoubtedly be offered by
cities along the route. Conditions for this also
will wait for the national federation which, no
doubt, will in the future control all events in this
country of local or national character.

Missouri Raising $10,000 Prize.

Only a few thousand dollars is needed to com
plete the prize of $10, 000 which will be offeree
in July for a trans-state flight in Missouri, thi'
start being St. Louis and the finish Kansas City.
The prize will be open for competition the week of
July 18, according to the present plan.

It is further planned to allow five stops at as
man.y controls, if more than one entity is received
and to start all at the same time on a day to be
specified by an impartial committee, which will
take weather conditions and the preparedness of
the contestant into consideration. Three days will
be allowed for the journey.

The course will probably be along the Wabash
railroad to Kansas City, a distance of about 2T('

Edwin Gould Prize.

Edwin Goul- -.*s offered through the ^scientific
'merican a prize of $15,000 for the production of

the best successful aeroplane equipped with two
or more motors and two or more propellers, so that
any power plant can be used either individually
or in conjunction with the other or others. This
prize is to stimulate the invention of a "safe"
machine. The conditions will be announced later.

Evening World Trophy.

The Evening World has offered' a perpetual chal-
lenge trophy in silver to the amateur making the
longest continuous flight in any year. Each win-
ner holds the cup for a year. The complete rules
will be formulated and adopted at the national
convention on June 22nd.

Scientific American $100 Prize.

The Scicntilic American offers .$100 in three
prizes to be awarded to the inventor who gives
the best account of how he conceived his inven-
tion, how he developed it in actual practice and
how he succeeded in, getting it. This sum is
divided $50, $35 and $15, open to August 15th,
1010. For rules address Scientific American, 361
Broadway, New York.

$20,000 for Race Between Wright and
Curtiss.

The Aero Club of Washington has offered $20,000
to the Wrights for a flight from New York to
Washington if they will enter one of their ma-
chines against a Curtiss.

J. P. Erie, of Denver, Colo., has been ex-
perimenting with a glider in which the upper
surface is some 8 ft. greater in spread than
the lower. This, he says, lends greater stabil-
ity. There are triangular "wing tips" from
the upper to the lower surface, at an angle of
about 45 deg. from the horizontal.

First College Aero Degree.

The first degree to be awarded l)y an .\merican
University for work in' Aeronautics wa^s granted
at the Columbia University commencement this
June, when, Grover C. Loening received the degree
of Master of Arts. Loening's thesis, entitled
"An Investigation of the Practice and Theory of
Aviation," is about forty thousand words long, and
is a complete study of the aeroplane, from prac-
tical as well as theoretical standftoints. Twenty-
six large plates accompanying the thesis, and show
details of the various successful aeroplanes.

AERONAUTICS

.^-rTTlTTTWh.

5f(ETCH I.

X- B C

^'^^Cinit^nt \

July, ipto
!i »i»»»»»»»»»»»8»«» i :»»:»»»m »mmg

§ How to Make I
ill a Propeller :: |:|

To make a propeller templets for a uniform
pitch propeller, using the Drzwiecki method,
one follows the plan below, which has been
adapted from the French of M. Drzwiecki's book.
You can take the pitch and diameter you have fig-
ured out yourself, or take the dliameter and pitch
of such propellers as mentioned in Aeronautics.

First obtain the pitch constant M, i. e., Pitch
divided by two times 3.14159265, or roughly,
pitch divided by 6-2/7, or L as it is near
enough. *

Having obtained your pitch constant M, lay it
out on the horizontal line AC (sketch I). This
will give you the distance EB. Draw a line iiF
perpendicular to AC from the point E. On this,
starting from E, mark off lengths equal to %M, M,
2M, 3M, 4M, 5M, giving you the points 1, 2, 3,
4, 5, 6. Lines are then drawn through these
from the point B.

From these points 1, 2, 3, etc., with a radius
equal to % of the specific width of the blade
(This width is the width of the proposed propeller
at that point and may be any width you choose.)
arcs are drawn to intersect the lines IB, 2B, etc.,
on tlie same side of the vertical line EF as the
point B. Lines parallel to AC are then di-awn
through these points of intersection of the arcs
with IB, etc.

The same procedure is carried out on the other
side of the vertical axis E'F, with the same cen-
ters, but with a radius equal to % of the specific
width and lines parallel to AC are again drawn
through the points where these arcs cut the lines
IB, 2B, etc.

--A- -A

SKETCH JT

2.M

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■5 H/iWe 4s. K^rJe

\ 5fiETCH UT

i F

AERONAUTICS

The fourth sides of the templets are bounded
by the vertical axis AD drawn perpendicular to AC
at any optional distance from the point E. Drzwiec
ki used narrow blades about one-tenth of the di
ameter wide.

The templets thus obtained are cut out of thin
pieces of wood and the points "a" are marked upon
them at a distance of Vi their width. The % of
width point "a" is measured from the front edge
of the blade, i. e., the same sidte as axis EF is on
and directly under the axis EF. This is where the
thickest point of the blade comes, or the shank
in a metal blade, and is near the front, to be at
or in front of the center of pressure. (See sketch
I.) These templets are numbered as in sketch I and
fastened to a board with their plane pei-pendicular
to the board. All the points "a" are placed on
the axis "xy" in sketch II. These templets are
spaced %M, M, 2M, etc. The axis "xy" is di-
rectly under EF. ^^

St. Louis Active in Ballooning.

Charles F. Wenneker, president of the Million
Club, has placed an order with H. Eugene Honey-
well for a balloon of racing size, which S. Louis
Von Phul will pilot in the elimination race to
select the American team of three balloons to
represent the United States in the international
balloon race, which will start from St. Louis, Octo
ber 17. The elimination race will be held Septeo;
ber 17 from Indianapolis.

This action on the part of the
Million Club now makes certain
five entries from the Aero Club of

July, ipio

Si. Louis in the elimination race, and gives the
club a chance to win all three places on the Amcri
can team. It is not expected that any other clu'
will enter more than three balloons in the elimina
tion race.

These templets, of course, may be curved' to
form segments of a circle. It will be seen that
the inclined edges of the templets form a guide
to determine the shape of the blade of the pro-
peller.

, 'Tfor illustration, take a Curtiss 6-ft. diam. and
5-ft. pitch propeller, 4 in. wide at hub, 7 in. at ex-
tremity. (Sketch III.) One blade is 3 ft. from the
center of the hub. Draw a line 3 ft. long. Pitch is
QO in. One-sixth of 60 is 10 in. Lay off 10 in. on
line EC. Then take distances, 5":=y2M, 10"=::M.
etc. This gives only four templets, due to
the fact that Curtiss" propeller is shorter than
Di-zwiecki's standard length. (Accord'ing to
Drzwiecki, a propeller with a 5-ft- uitch ought to

This will -duplicate, how-
is it is not of uni-

be about lOO in. long.)
ever, a Curtiss' propeller,
form pitch.

The balloons piloted by members of the St. Louis
club will be the club aerostats, St. Louis No. 3

'^1

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of Detroit

cAeroplane

Company

and St. Louis No. 4, the latter just completed by
Honeywell ; the Centennial, of Honeywell ; William
F. Assmann's balloon, not yet christened, and the
Million Club balloon.

Wooster Lambert says he will be Honeywell's
aid in the Centennial, unless the health of J. W.
Tolland, who was to have filled the place, improves
sulBciently to permit him to take part. The St.
Louis No. 3 will probably be piloted by James
W. Bemis, while A. B. Lambert may be the pilot
of St. Louis No. 4.

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AERONAUTICS

July, iQio

A^P^Ta^, 7:0^

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C u r t i s s Wi n s
:: $10,000 Prize ::

Flies From Albany to New York

CAMELOT
aj Landed 8:36
i,i-ef( - 9:26

THE FLIGHT IX FIGURES.

Distance, course. Albany to Camelot. 71^4 miles.

Distance, course, Albany to Spuyten Duyvjl.
1^8 miles.

Distance, course. Albany to Governor's Island.
U2^2 miles.

Distance, straight line, Albany to Spuyti n
Duyvil, 122.8 miles.

Distance, straight line, Albany to Governor's
Island, 136.;?4 miles.

Speed per hour, by path. Albany to Spuyten
Duyvil 50.51 miles.

Total time in air, 2 hours, 50 minutes.

Elapsed time, Albany to Spuyten Duyvil 2 hours
32 minutes.

Gasoline used, 1.5 gallons. Oil used. 2 gallons.

Weight of machine. Curtiss aboard, with tanks
tilled, etc., about 1,000 pounds.

Distances compiled for AfRoNAUTirs by Mr.
Williams Welch, Chief Draft.sman, Office of the
Chief Signal Officer, U. S. A.

■4sK

Sunday. May 29. The Hudson-Fulton Celehra-
tion of la.st October was made complete only today
when Glenn H. Curtis.s, bearing a letter from the
Mayor of Albany to the Mayor of Xew York, won/-
the Xew York World's $10,000 prize for the first '
man to fly from Albany to New York, with an
allowance of two stops on the way. Curtiss made
but one stop within the conditions of the prize.

After waiting several days for favorable weather,
the start was made from Van Rensselaer Island
in the Hudson River, at Albany, at 7 :02 a. m.
Circling over the lower part of the city, a minute
later he crossed the line and was on his way to
New York. *

At New Baltimore, a special New *Y'ork Central
train bearing Mrs. Curtiss. Mrs. .T. S. Fanciulli.
.\ugustus Post, the official observer: .T. S. Fanciulli.
Henry Kleckler. Mr. Curtiss" Chief Engineer: a
committee from Curtiss" liome town of Hammonds-
port and the newspaper men and photographers
caught up with the aeroplane and kept pace with
it as far as the first stop, near Poughkeepsie.

The New York Central Railroad runs close along
the river as far as Spuyten Duyvil and the pas-
sengers could see practically every foot of Cur-
tiss" flight.

FIRST L.VXDIXG .\T POtGII KEEPSIE.

On down the Hudson without a skip of the en-
gine, high over the Poughkeepsie Bridge he came,
landing for gasoline and oil at Camelot, a few-
miles below Poughkeepsie at S :2Q. after flying 7144
miles in 8-3 minutes, a speed of 51.5 miles an hour.
The machine was in perfect condition, save for one
stay wire which vibrated too much. This was
remedied. .V farm had previously b. en selected
here and a red flag hoisted to enaW^ Curtiss to
make out the place.]

■^^

11 -i

l/i

SPUYTEN DUYVIL
Undcd I0:3S
Upal ii:42

-///'/

e out the plaee-i /i / <<" i /■ o C

I 7 I (O-t^i^UL V

W ,:i //::i\

AERONAUTICS

July, igio

'^^

Curtiss Passing West Point

Pictorial Neirs Co.

At 9 :26 Kleckler, who had come down on the
special train, started the propeller and Curtiss
was off again on the second half of his journey.

Passing through the Storm King Mountains,
where the crew of the Ilendrik Hudson are said
to play at bowls on stormy nights, Curtiss met
with his only difficulties in the way of air cur-
rents. Suddenly the air seemed to give wa.y be-
neath the machine and it dropped like a plummet
a few feet in the descending current.

"At Storm King." Mr. Curtiss told Aeronautics,
"I was flying high through the narrow gap in the
mountains and I caught the down current on one
side more than on the other, and I dropped thirty
or forty feet very suddenly and sidleways. I had
to shift the front control to get straightened out."

LANDS IN NEW YORK.

Making a wide detour toward the Jersey side of
the river, he flew over the railroad bridge spanning
Spuyten. Duyvil Creek and landed at 10 :35 on an
open, field on Manhattan Island. Ilis oil tank was
leaking and, though the conditions were fulfilled,
he wanted to make the feat complete by continu-
ing on to Governor's Island off the southern part
of New York City, so he deemed it best to fill
up with oil to make sure of the accomplishment.
From Camelot to Spuyten Duyvil is 56% miles,
time 69 minutes, or an average of 49.347 miles
an hour, somewhat slower than the first half.

This field sloped steeply to the creek and there
was no room to get a running start, so the ma-
chine was headpd down the steep, grassy pitch
and was in the air in record distance at 11 :42.
Out over the bridge again he went, between
roughly wooded hills on either side and turned
gouth down the Hudson, past Grant's tomb and

over the plying excursion and ferry boats, the
Statute of Liberty, to within a few feet of the
shed which housed his macliine on Governor's
Island during the IIudson-Fulton celebration. The
exact time was not taken here, but has been
put at 12 noon. At 49.3 miles an hour it would
.iust about take from 11.42 to 12 noon to cover
the 14.5 miles.

As soon as the Curtiss party and the newspaper
men could get to the battery they boarded the
little government ferry which runs to Governor's
Island. Mr. and Mrs. Curtiss embracedl and were
then congratulated by the few who were lucky
enough to get by the guards at the ferry. The
Ilammondsport delegation and a committee from
the Aeronautical Society were on hand to express
their appreciation of the great feat. The Aero
Club of America, under whose auspices the prize
was donated, unfortunately neglected the formali-
ties of such a momentous occasion.

The party went to the Astor for luncheon and
then proceeded to the World oflice where the check
for $10,000 was handed Mr. Curtiss with a few
congratulatory words on his achievement.

TRIAL FLIGHTS.

Previous to this memorable flight, Curiiss made
several long flights at Ilammondsport over Lake
Keuka. landing in the water, one of which lasted
thirty-eight minutes.

Mr. Curtiss also entei-ed for the Scientific Ameri-
can trophy, and the first half of his trip counts
as a record for this event. Mr. Curtiss won the
cup on the only two previous trials.

THE MACHINE.

Nearly four pounds to the square foot were
carried in the flight, the upper plane having a [

AERONAUTICS

July, 10 10

spread of 31 feet 3 inches, bein? extended 30
inches on each side. The lower plane measured
26 feet 3 inches. The front and rear horizontal?
were about three inches wider than usual. Flat
rubber bags had been, arranged below the outer
pxtreinities of the under planes, wooden strips
Deing fastened to the front and rear lateral beams
forming the chord of the surface and in between
(v-ere the rubber air liags. Two cylindrical metal
tanks were also attached under the lower surfaces
5n a line with the wheels, and the usual central
■ikid had a wide board nailed to it on which was
mother rubber bag as shown in the photo. The
two tanks were left behind at Spuyten Duyvil.
Tust in front of the front wheel, too, was a small
nirved surface to act as a hydroplane in case of
anding in the water.

A Bosch magneto secured the efficiency of the
!park and a special large El Arco radiator kept
he 50 H. P. Curtiss 8 c.vlinder engine cool, and
Vacuum oil did the lubricatint;-. The wheels are
itted with Palmer tires and the planes are cov-
■red with Bakl'win combination cloth.

PAUr,HAN'S FLIGHT COMPARED.

Paulhan took 4 hours 12 minutes elapsed time
o cover 183 miles when he won the London
flail's .fSO.OOO and made it in two stages of
LIT and 66 miles each. The 117 miles were
;overed in 2 :39, a rate of nearly 44 miles per
lour. A night's sleep intervened and the remain-
ng 66 miles were covered in 1 :23, a rate of nearly
18 miles per hour. The average for the above
vas 44 :3T miles per hour. Paulhan could have

landed at almost any time and started again,
whereas Curti.ss could not have started if he had
had to land in the water and for the whole dis-
tance there wa-s scarcely a suitable space for
landing on the ground, as for nearly the entire
way rocky, wooded bills with precipitous sides
line the river.

DI.XXERS TO CIRTISS.

Tile following Tuesday evening a banqut't was
given by the World at the Hotel Astor to Mr.
Curtiss, presided over by Mayor Gaynor. to which
invitations were sent by the commonplace tele-
graph. Telegrams of congratulation from all over
the world were read between courses. The speak-
ers were : Mayor Gaynor, Hudson Maxim, president
of the Aeronautical Society; Samuel 11. Valentine,
vice-president Aero Club of America: Don Seitz,
of the World : Hon. .James M. Beck, and Glenn
Curtiss himself was prevailed upon to say a few
words.

On. .lunc 7th the X. Y. Press Club gave a dinner
to Curtiss. President .John .\. Ilennessy presided
and introduced the speakers with an abundant fund
of humor. .T. Bernard Walker, editor of the Scien-
tific American, announced the Edwin, Gould prize
with appi'opriate remarks. William A. .Johnston,
of the X. Y. World, announced a trophy of the
Erenini) World for amateurs: both proffers ai'oused
great enthusiasm. The other speakers were : G. H.
Curtiss, Charles M. Manly, Lieut. Humphreys,
late of the U. S. A.; L<'e S. Burridlge, Clifford B.
Harmon, William .J. Hammer, and Rhinelander
Waldo.

Just After Curtiss Landed at Governor's Island

Pictorial Xev:s Co.

AERONAUTICS

July, ipio

Hamilton Flies
to Philadelphia

First Round Trip Between Cities.

SCHEDULE OF THE FLIGHT.

TO PHILADELPHIA.

Distance. Time.

Left Governors Island , 7 :43 A.M.

Landed at Philadelphia. T7.T'.'.'i>g.O 9:26 A.M.

RETURN FLIGHT.

Left Philadelphia 11 :33 A.M.

Landed, South Amboy (after a

detour) S.^.-Jl-^T. -e^sO 12. .54 P.M.

Reascended, South Amboy .■^^j'^.C-^^HJ 6:17 P.M.
Arrived at Governors IslanS'."'.^ mrt^ 6 :40 P.M.

Time to Philadelphia. 1 hour, 43 minutes.

Philadelphia to South Amboy. 1 lir. 21 min.

South Amboy to Governors Island, 23 mjjurtes.

Total distance, Phila. and return, MW^iles.

Total time in air, 3 hours, 27 minutes^

Average speed per hour to Phila., l i O i OO miles.

Average hourly speed from Phila., 5L34 miles.

Airline distance, one way, f*»miles. Tti^**f-

Average speed over straight line, UhW miles.

Note. — The distance by path is not exactly ac-
curate.

Weight of machine with extra large oil and
gas tanks, mounted, 950 pounds.

Surface main planes, 236 square feet.

On June 13, CharTes

'^-^K.e

Tes K. Hamilton flew fro^in
New York to Philadelphia and back in a Curtiss
biplane in just a trifle over eleven hours. This
is the first round trip between large cities and he
kept a schedule which had previously been pre-
pared very closely. His average from New York
to Philadelphia and return was 50.72 miles per
hour. On his trip over he m^de 50.09 and re-
turning, 51.34. A special train on the Pennsyl-
vania railroad followed him nearly the entire dis-
tance.

Hamilton mad'e the first start from Governors
Island at 7.11 A. M., but the propeller struck an
obstruction, breaking one of the blad^es. Glenn
H. Curtiss took the propeller from his Albany-
New York machine, which fortunately was still
housed on the island, and it was nuickly put on
Haimilton's 'plane, and he prepared for the sec-
ond start, which was made at 7 :36 A. M. He
rose rapidly to a height of about two hundred
feet and circled Governors Island, passing over
his starting point and continued turning, until at
7 :43 he actually started over New York Bay,
out over the Statute of Liberty and straight for
the high chimney of the Standard Oil Company
at Bayonne. Heading then to the right over the
Kill von KuU at a speed of about 45 miles per
hour he flew straight over Elizabethport, where
he came in sight of the special train which ac-
companied him over the tracks of the Pennsyl-
vania railroad. He passed through Trenton at
8 :49 and landed in, Philadelphia at 9 :26, just 1
hour and 43 minutes after starting.

Returning from Philadelphia the start was made
at 11 :33 A. M. and Trenton was passed at 12 :09

P. M. Shortly after this point the motor began
misfiring and he became confused by the rail-
road tracks of the Pennsylvania railroad and the
Baltimore & Ohio railroad. Following the latter
to South Amboy, he then decided to make a land-
ing and seeing what he supposed to be a meadow
on the shores of the Raritan River, he descended,
but found the ground was a marsh. The spark
plugs were changed and a new propeller sent from
Governors Island was put on the machine to re-
place the one which he had which was broken in
landing. The machine was carried from this wet
ground.,, up, the bank to a roadway, and a new
start was made from this narrow place at 6 :20
P. M. and Goverjio,rs Island was reached at 6 :40,
a little over eleven ^ours from the time of eaving.
Bosch Magneto and Palmer tire< won ;ignin. The ladi
ator was an A-Z.

Other Flights in Curtiss Machines.

On .Tunc 7th to 9th. ^Villard and Mars were

at Topeka. Kan. In flying over a railroad train,

the .aeroplane caught the suction from the last

cfvr'.tand dropped to the ground, partially wreck-

U'-iag it. Mars was uninjured. •"''^

On .Tune 12 at Springfield, Mo., Willard's en-
gine failed him at a critical point, after making
two good cross-country flights. In making a hasty
descent Willard sustained cuts and Bruises and
the machine was almost totally wrecked.

.T. C. Mars and C. P. Willard gave exhibitions at
.Toplin. Mo., May 28-31. Both Willard -and Mars
did well the first two days. Rain-then intervened
and "rain checks" were issued. On the 31st a
new "stunt" was developed.

PROPELLER HIT BY DULLET.

Opening the program of tiie last day of flights,
Charlie Willard launched out on a cross-country
flight early in the afternoon. Straight across un
even country he flew until he disappeared across
the crest of a line of hills. When he did not
return after an hour's wait, .1. C. Mars, the
other aviator, set out to find him. Following the
direction taken b.v Willard, Mars found him six
miles from the aviation field, near Carl Junc-
tion, Mo. Mars landed nearby and discovered
that Willard's propeller had' been splintered by a
rifle shot, from some person whose identity is un-
known. Willard was at a height of 500 feet when
the bullet .struck his machine. He landed with
considerable difliculty. liarely escaping collision
with a clump of trees. As soon as he discovered
the nature of the accident Mars fiew back to the
aviation field, explained the circumstances and an
automobile carried a new propeller to Willard',
Mars returning to him through the air. ,

Willard's machine repaired, both aviators fiew
back to the aviation field and described figures
in the air for an hour.

Hamilton finished his engagement at Atlanta,
where he made his usual highly spectacular flights
over the Speedway and during the auto races, on
May 7th. The day before he made cross-coim-
try flight to Jonesboro, thirteen miles away, and
return.

.\t Augusta, Ga., on the 11th of May he aroused
an enormous crowd to a high pitch of enthusiasm.
From there he went to Jacksonville, Fla., for
May 21-22.

Willard flew in Alexandria. Va., May 14, for
thirty minutes in a drizzling rain.

AERONAUTICS

July, ipio

Wright Students Complete Training.

Dayton. O.. June 11. — The Wright Company
closed the Montgomery camp the last of May. As
the pupils there had practically completed their
training they were brought on to Hayton to help
train the new men. Since that time, flying has
been done in all kinds of weather and in winds
running up to thirty-two miles an hour. The men
are taking long glides, and in fact, are thoroughly
familiarizing themselves with the operation of the
machine under every possible condition.

Some sensational flights have been made for alti-
tude, gliding and short circles. Only a few days
ago. .Tune 8th, Orville Wright was up to an alti-
tude of al)out two thousand feet. When al)out
a mile and a half or two miles away from the
field he shut off the power and descended on ;in
angle, and to avoid over-sliooting tlie mark, he had
to make several large circles. This was certainly
an inspiring sight.

Duval La Chapelle, Paris ; Walter Brookins,
Dayton Ohio ; Ralph .Johnstone and Frank Coffyn,
of New York, and Arch Hoxsey. of Pasadena, Cal.,

* <S>

I The cylviation
I :: :: World :: ::

to get into the air. The ground at the aviation
training camp at Dayton is peat, which rises into
uneven hummocks and makes what naturally would
be thought a most objectionable surface to start
or land on. Tlie Wright aeroplanes have no
trouble, however.

During the last ten days, more than, 161 flights
have been made of a total duration of twenty
hours. The meet at Indianapolis, June 13th to
ISth, is making everyone hustle, the factory is
turning out a machine a week, and the Exhibition
Department has bookings already to keep at least
twenty-five machines going in the fall.

New Stability Plane on Wright Machine

with X. L. Welch, of Washington, are the men who
have completed their training.

The photograph shows the students putting the
truck under a Wright aeroplane at the Montgom-
ery, Ala., aviation training camp in preparation
for starting a flight. The rail on which this rolls
is in sections which may be handled easily and
quickly placed in position. Unless it is found d(>-
sirable to make a quick and short start, as in a
restricted area, the tower and welglit are not used,
but the machine travels along the rail with its
own propelling force, gaining momentum until
the aviator raises the elevating planes and the
aeroplane rises in flight. The use of the rail
makes it possible to start on short notice on almost
any kind of ground affording sufficient open space

Bishop Wkight Takes First Trip.

On May 25th the Dayton Aeroplane Club was
invited by the Wright Brothers to visit the grounds
and witness the flights. Eight wore made, on one
of which Orville Wright went up to 2,720 feet. In
another flight Orville took his father for his first
ride, remaining in the air for ten and one-half
minutes. 'The last trip of tlie day was made by
the two brothers together, for the first time.

.\ committee has been appointed by the Aero-
plane Club to ari'ang(> for a suitable memorial
to the W-*"ights. The club will also purchase an
aeroplane and has two sites in views for an aero-
drome. The club now has over six huadred mem-
bers.

AERONAUTICS

July, ipio

Wright Machines Now Have Tails.

The ilhistratioa herewith shows the tail now be-
ing used at Dayton. This apparently is either
under independent control of the operator or is
connected by crossed wires to the front rudder and
acts in conjunction with it. A rudd<?r of this na-
ture, under the control of the aviator, has been
added to some of the French Wright machines, and
in the German, Wright machines a fixed horizontal
surface, 12 ft. by 2 ft. is also located as shown.

Lots of Flying at Mineola.

Mineola, .June 11. — A lot of credit must be given
to Clifford B. Harmon, who is the only amateur
in the East, at least, who is doing much flying.
Since he began flying at Mineola his aerial trips
have become longer and longer and he has ventured
forth in greater and greater breezes. He has had
a couple of accidents of no very serious couse-

Seymour, who bought A. P. Warner's Curti«s,
claims that he finds it very difficult to turn to
the right, which is in the opposite direction to
that of the rotation of the propeller, and a larger
circle must be made than, when turning to the
left. The ailerons seem to have greater effect and
stability is more easily maintained when turning
to the left. In flying straightaway in calm air no
turning movement of the aeroplane itself is no-
ticed.

Captain Baldwin, since the first of May, has had
about twenty days" flying, beginning with just
runs on the ground and getting up to a fifteen-
minute flight. Captain Baldwin believes ini a low
center of gravity and has his motor placed low
down on the lower plane, driving his propeller by
a chain. While he uses ailerons now, he will
shortly put back his vertical fin on top of the
u]ii)e!- surface.

Hamilton making a Sensational Dive over the Aeronautical Society's Shed

X r. World Photo

landing a bit
breaking some

quence, though a few days ago iu
abruptly the running gear gave way.
.struts and the propeller.

FLIES 55 MINUTES.

His best flight has Ix'en one of fifty-flve min-
utes and no one took particular notice of the
fact. A year ago this was about the record
and the papers described in full detail everybody'i-
aeroplane, even if on paper only.

These accidents Mr. Harmon ascribes to lack
of power in his seven cylinder Gnome motor. -He
has sent abroad for new valve springs whicli he
expects will mal<e everything all right again. An-
other Farman machine will also be delivered t(
him shortly.

Joseph Seymour, the auto race driver, has made
more than a hundred flights, from little jumps
to one of twenty miniutes day before yesterday.

Ifarry S. Harkness is comi<Teting a big shed to
liouse his Antoinette.

W. L. Fairchild has installed his Itequa-Gibson
motor, and will be ready in a few days to give his
his monoplane, which comprises some new features,
a try-out. In the next issue we will be able to
give full details of the machine.

In the Aeronautical Society's shed. Prank Van
Anden has a new biplane, W. .1. Diefenbach is still
working on his biplane, the Louis Rosenbaum
monoplane is nearly ready for trial and Miss E.
h. Todd has her machine there. Edwards ajid
Edick have a Curtiss-type biplane with a motor
of their own make installed.

Francois Raiche, who built a Curtiss-type bi-
plane for Daniel Frisbie. of Kochester, started to
try it out on June 8th. The engine was cranked,
Raiche got in the seat, touched the accelerator

AEkONAUTtCS

July, ipio

and — but the machine did not move. Raiche looked
wonderingly around to see why it didn't go, but
there was nothin" doin.' The machine was given
a good strong push and it ran along for ten
yards when the propeller came off and the crank-
shaft broke in two. The engine has four cylin-
ders, opposed, arranged horizontally. On a pre-
vious trial of the engine, the cylinders broke.

Hamilton Flying at Mineola.

On the day of the Curtiss flight, Hamilton and
his machine arrived in New York. Within a few
days it was down at Mineola where Hamilton did
some of his highly sensational flying for the
benefit of the hundreds of people, automobile par-
ties from New York, wealthly residents of nearby
summer colonies, who are on hand daily now to
watch the flights of Hamilton, Harmon, Seymour
and Baldwin, and to look over the other machines
being built there in the sheds and tents.

Hamilton goes up to a height of several hun-
dred feet and then makes a dive to the earth
at an angle of nearly forty-five degrees. Within
twimty-flve or thirty feet of the ground he shoves
up his front control and the crowd breathes a
sigh of relief at the safe and easy landing after
the fearful dip. On only one occasion here has
he carried a passenger.

On June 5th Hamilton be^an covering the ma-
chine anew with cloth, as the old material had
become worn out with almost daily use in all
kinds of weather, in preparation for the flight to
Philadelphia, and on the 8th he made a trial flight
with the new covering.

FLIES 66 MINUTES.

The weatner delayed Hamilton's projected flight
to Philadelphia and the aeroplane was not ready
at Governors Island till the afternoon of June 11.
Toward evening Hamilton made a great flight of
66 minutes, soaring and swooping like a gnll over
the ferry boats plying the harbor, not landing
until it was pitch dark.

On Sunday, the iL'th, another flight was made
in the drizzling rain of about ten minutes.

STEVENS GIVES ADVICE TO FLYERS.

X. Leo Stevens offers a valuable suggestion to
aviators. He argues that aviators should carry
with them on the machine on cross-country flights
a spare propeller. This would add little weight
to the machine and would certainly avoid delays
dependent uiion the breaking of the propeller.

Erickson Gets His Plane Off Ground.

.Vfter experimenting for several months with
two dift'ereut biplanes. Louis G. Erickson, of
Springfield, Mass., Anally made good. On May IL*
lie rose about ten feet in the air, traveled sixty
feet or more at a very uncertain angle and then.
slnit oft" the power just as it looked as if the bi-
plane would turn completely over and bury the
•wiator beneath its wreckage. On May 20' another
trial was made, but no better results obtained.

This is the second biplane Mr. Erickson has
built. He is now working on another biplane, the
planes of which will be 5x30 feet. The frame will
he of spruce and bamboo, and the fabuic wii be
rubberized silk instead of varnished cambric.

DETAILS OF THE ERlCKSON II.

Main planes, which are perfectly flat, measure
20 ft. by T ft., covered with cambric, which was
treated with linseed oil and' Japan, equal parts of
each. Bamboo construction is used altogether for
ribs and main beams. Ribs placed 1 ft. apart and
tied to main beams, overlap of 10' in. to the rear.
Ribs, % in. diameter. The uprights are 1 in. bam-
boo. 4 ft. 6 in. in length. The riser is 2 ft. by 6
ft., bamboo frame also. The rudder is 2 ft. by 6 ft.
horizontal and 2 ft. by 3 ft. vertical. Both riser
and rudder Curtiss copy. Outriggers to riser and
rudder are 1-in. bamboo, distance of each 11 ft, 6 in.
Ailerons, 2 ft. by 6 ft., work with shoulder brace.
Chassis, 32 in. by 20 in., regular aeroplane wheels
with Hartford Aviator Tires, set same as Curtiss
type. Bracing, No. 18 piano wire used with cop-
per ferrules. Propeller 6 ft. 6 hi., 11 in. at ends,
made of Philippine mahogany, laminated 6 pieces,
true screw. Motor power, a 30 H. P. Harriman-
Fitzpatrick make, turning propeller 1,000, develop-
ing about 200 to 225 pounds thrust, holding aero-
plane by means of rope tied to floor. Weight com-
plete with motor. 475 pounds.

Flights at Plum Island.

William Ililliard, an auto racer of Boston, has
been making successful flights in a Herring-Bur-
gess machine at the company's trial groimds at
Plum Island. Mass.

The Herring-Burgess aeroplane bought by C. W.
Parker, a showman of Abilene. Kans., made its
Hrst flight since the latter's ownership on May 20
at Salina. Shortly after it left the ground it was
struck by a gust of wind and LaComme, the inex-
perienced pilot, shut off the motor. A couple of
braces in tlie running gear were broken.

Indianapolis Meet Opens.

Indianapolis, June 15.— The second day of the meet
closed yesterday. Five Wright aviators are here and in
addition are: J. W. Curzon [Farinan], M. Marquette
[Martiuette], ©, R. Shaw [Shaw], Lincoln Beacliey
[Beachey] and G. L. Bunibaugb [Fisher].

Previous to the opening the Wright aviators made some
preliminary asct nts.

New World Altitude Record ?

W. li. Brookins [Wright] flew to an altitude of 43S4
feel. A conflrraation of this was .sought and the corrected
height put at --'100 feet. There may be an error in the
sending of one or the other of the messages. Orville
Wright himself made a short flight. Brookins made ti
miles for the fastest 10 mile prize. A. L. Welsli [Wright]
made the mile trial in 'i-.Hi. Biookins gave a spectacular
exhibition of tigures, sharp turns and a dive. Two ma-
chines were in the air at once, each carrying a passenger
for 12 minutes.

Brookins [Wright] made a trial hit'li liiKht, going up to
il)9i feet. In the seco!id trial he did even better, being
measured at -ISSt feet by A. B. Lambert of the .St. Louis
A. C.

G. L Bumbaugh met with an accident in a machine of
local make, after getting sixty feet in the air. Bum-
baugh, the veteran balloonist and dirigible pilot, was
caught under the machine w hen it fell, and painfully
injured.

Full details of the meet will appear in the next issue.

ARRONAUTtCS

July, igio

The Erickson Biplane

i »»»»»»n»»»»n»»»»:»»»»» ; »»i»»»»

ill New cTVlachines

Bicycle Rider Turns Aviator.

Charles W. Miller, the world famous six-day
bicycle rider, says he expects to win the New York-
St. Louis .$.30,000 prize.

Mr. Miller has just had completed by Messrs C.
and A. Wittemann, of Staten Island, an aeroplane
of his own design, equipped with a 75 H. P. White-
head motor, a comparatively new, high powered
aviation motor. With this power Miller's aero-

plane, which is of the biplane type, is expected
to carry three.

The main planes spread 35 ft., by 6% ft. fore
and aft. These are covered with No. 6 Naiad
cloth laced to frame and stretched to drumhead
tightness. These are spaced 6 ft. apart.

The steering is operated bv a wheel as in an
automobile, somewhat similar to the Curtiss ar-
rangement. The front elevator has an 8-ft. spread,
by 2%-ft. depth. A double surface, self-balancing
tail is provided for stability, with a single vertical
rudder in the center. Vertical surfaces between
the planes, similar to the Voisin machine, tend to
maintain lateral equilibrium. The machine is
trussed with steel aero cable, galvanizedi to pre-
vent rusting, fastened to Wittemann turnbuckles
and specially designed eye bolts.

Chas. W. Miller's Aeroplane, Built by Wittemann

AERONAUTICS

The chassis is equipped with three pneumatic
tired wheels, the rear wheels liaving a spring shock
absorber, as shown in the June number.

The ribs are three ply, laminated ash and
spruce. The weight of the machine, complete, is
760 pounds. The magneto is Bosch high tension
radiator El Arco.

The propeller of the Miller aeroplane is 8 ft.
in diameter, of 6-ft. pitch. The Whitehead Com-
pany reports that "On test it gave 270i poundte
ilirust. but this l\v no meats utilized the power
of the engine, the propeller being one that was
merely calculated to drive the aeroplane about
thirty-eight miles an hour. For higher speed's Mil-
ler will carry different propellers.

"On a preliminai-j' test, the engine with a 10-ft.
propeller, with a T-ft. pitch, and IT-in. width of
blades gave a thrust of 410 pounds.

"This is the greatest thrust that has ever been
developed by a single engine on a single screw

July, iQio

has a much deeper curve and Is set at a consid-
erable angle. Lateral stability is maintained by
the raising and lowering of the bottom planes,
making thejB more or less effective.

The gyroscopic force of the revolving cylinder
motors also tend to keep the machine on an even
Keel. When the machine was first put together
there wrre two horizontal rudders, 6 ft. by 4 ft.
•'! in. — one 14 ft. in front and the other the same
distance in the rear, but after a few trials an-
other surface was added to each rudder. The rear
one was made stationary and the front one was
moved to within 10 ft. of the main, cell. With
this imjirovement the machine flew about lOO ft.
at a height of 6 ft. The flight was stopped by the
breaking of the tail. Owing to breakages, no
more flights have been made.

There are two revolving cylinders, .36 h. p. Ad-
ams-Parwell engines, set one on each side of the

Demoiselle Type Made in Seattle

for the given, powei- and pitcli speed, which was
.").600 ft. per minute.

"The Whitehead motor in construction is of the
utmost simplicity, there being no valves, springs,
cams, cam shafts, rocking arms, or intake mani-
folds. There is absolutely nothing to get out of
order. The utility of the two-cycle type and its
ability to make long runs without getting out of
order is generally recognized. The Whitehead motor
has reached a degree of perfection which has neve
before been attained by this type of engine, and its
lightness, only 200 pounds, makes it the leadin;;
engine for aviation."

The Andrews Biplane.

E. P. Andrews, of Daytona Beach. Fla.. has
built a biplane which has a wing spread of 4.". ft..
the top plane being about 4 ft. shorter than tln'
bottom one. The planes are 7 ft. wide at tln'
middle and 4 ft. 3 in. at the tips, and are 6 ft.
apart. The top plane has a very small curve and
appears to be set level, while the bottom plane

aviator. These drive direct two 7 ft. 4 in. tractor
I)ropellers of 4 1^ ft. pitch.

The machine weighs about 6O0 lbs. and is mount-
ed on thri>e small wheels witliout springs. The
horizontal and vertical rudders are controlled by
two small wheels, one above the other, while the
balancing planes are controlled by foot wires.

Sails Over New York.
New York, .Tune 14. — Fred Owens sailed his 6
II. P. dirigible from Hillside Park, Newark, across
.New York to-day. Passaic was crossed, then the
Hudson Kiver to the City Hall. The engine got
going bad and he attempted to land on the roof
of the City Court Building. Someone in his zeal
to help gral)b<>d \\\o trail rope and the airship hit
the chimney, breaking the frame and stopping the
motor. The shij) went up again in this condition
and crossed the East River, narrowly missing the
Brooklyn Bridge, to a safe, though precarious
landing in a tree in Brooklyn, wh(>n he was res-
cued by firemen.

AERONAUTICS

July, IQTO

■F ▼ ' J"!" V V V'!' "•• *V V 'X' 'I' V V 'I" 'F •!" 'I' 'I* 'I* 'X* V *•* '•" *•* *•* *•* *• *•*

I News on the
*

:: Coast ::

Byr Cleve T. Shaffer

The Loose Monoplane.

GEORGE H. LOOSE, of the Pacific Aero Club,
has just completed a new aeroplane which
he is now trying out.
The machine, 32 ft. spread, 31 ft. long, and
7 ft. high, is noticeable for its bird-like lines. H
is very well and strongly built, having a number
of novel and original features, several of the con
structural details being especially praiseworthy.

Planes, in two halves, do not attach direct to
body but join together a few inches above the in-
verted triangular frame, where thev are held bv

20" ; rims and tires appear rather too narrow, hub
6". Steel tubing axle supports the two 28" by
IV2" elliptic springs, one on each side. Eight 1",
by 16 guage steel tubes, 4 on each side, branch
from spring clips and support the bird-shaped body.

Body. lYi" round spruce members connected
with same ingenious patent fasteners, as shown in
photo of former machine (Aeronautics for April 1
form an inverted triangle ; the front carrying a
special alloy casting which holds the front bear-
ing (R. I. V.) of the propeller shaft, flns cast
integral allow the frame members to be bolted to
easting making a very rigid front bearing, the
inner end of casting taking the thrust or pull
bearings. Uprights, 35" apart, guyed with piano
wire and turnbuckles of own make. Seat of alum-
inum 2 ft. from ground, placed over lower frame
member. Two wire-wrapped, steel-shod skids are
placed at the rear extremity of the frame.

Rudders and Keels. Horizontal rudders, Antoin
ette type, front edge 18 ft. back frorp rear edge

George H. Loose Machine

rigid connections ; are 10 ft. deep at the joining
and extend 16 ft. laterally, the depth of the curved
ends being 7 ft. 6 in.; total surface 275 ft.

Construction, double covered ribs, Vz in. by ^4
in., 6 in. apart, 3 built-up lateral wing bars or
beams, 1 in. by % in., with V2 in. blocks between.
Curvature, arc of a circle, a little over 1 in 19,
greatest depth at approximately center of plane.

Incident angle on ground 9 degrees, flight about
5 degrees. Three bamboo poles 12' 2" long, rein-
forced with two wires, on each side, one behind
the other in the plane of flight, take the weight
and also a part of the lift of the planes, being
fixed to the chassis at their lower ends in such a
manner as to be easily removable in demounting
wings.

Momttinp. The novel idea of using full elliptic
springs is, I believe, in this machine its first adap-
tation to the aeroplane. Tread, 8 ft. ; wheels.

main planes, 2 triangular surfaces 4 ft. wide 28
in. deep, between which is a vertical rudider 44 in.
high by 30 in. wide. These rudders are kept in
their normal position by spiral springs. The en-
tire rear rudder construction is of small steel
tubing properly brazed.

Keels, both horizontal and vertical- are in evi-
dence, tapering down from size of rear rudders to
a point 10 ft. therefrom on the frame and having
about 40 sq. ft. in the horizontal and 34 sq. ft.
in the vertical.

Power Plant. In deference to Mr. Loose wishes,
description of motor, further than it is a 4 cylin-
der o%" by 4", 25 H. P., is withheld as is method
of lateral control. The motor placed in front of
and above operator drives by a short chain. The
driving member is a 9" diameter 3^^" face cone
clutch, mineral-tantted leather face. Gear ratio

AERONAUTICS

2 to 1 of propeller. A rear propeller shaft bear-
ing is affixed to the front of motor. In "Mount-
ing" have given description of front and thrust
bearings. A clutch lever extends to within reach
of operator's seat.

Propeller is 7% ft. diameter, 8 ft. pitch, but
looks to be wasteful of power. R. P. M. stated 800.

Radiator^ constructed of brass tubes 1%" wide.
is of neat workmanship, specially built for this
machine by the Pacific Radiator Company of San
Francisco. It is of a triangular shape and fits into

July, ipio

the body frame-work over the motor, not increas-
ing drift to an appreciable extent. It is doubtful
to the writer if the comparatively high pitch
speed, 8x800=6,400 ft., can be realized with the
25 H. P. and 71/2 ft. diameter propeller.

The weight of machine complete with operator
and fuel for 10 miles is about 700 pounds, which
compares favorably with the Bleriot XI, the lat-
ter having 2.3 H. P. and 1.51 sq. ft. lifting sur-
face.

The body design, is ideal in allowing propeller
shaft free passage.

Miguel Lebrija has demonstrated that an aero-
plane will fly in the altitude of Mexico City
(7,500), and with a Bleriot monoplane he re-
cently made fifteen successful flights on the plains
of Valbuena.

Starting from the hangar, Mr. Lebrija ascended
to the height of sixty-five feet and successfully
steered his machine around and around through
the air, maintaining that height for five minutes
when he descended. After receiving the congratu-
lations of his many friends who witnessed the
performance, Mr. Lebrija again mounted his seat
and made fifteen more flights, all more or less
of the same duration as the former.

Machine Used 'Was A Bleriot Monoplane.

The machine he used in his wonderful per-
formance was a monoplane of the Bleriot type
similar to the one used for the cross-channel flight
by Bleriot and was not equipped with any special
motor or attachments, but was simply a stock ma-
chine as received from France.

In starting the machine left the ground 200
meters (666' 2") from the starting line and rose
to a vertical height of about sixty-five feet, antf-
during the many trials this height was not ex-
ceeded by the aviator, but he stated that he could
have gone much higher if he had so wished.

Apparatus under Perfect Control.

The monoplane was under perfect control and
obeyed the rudder with ease and when landing
glided gracefully to earth and stopped without any
perceptible jar. No accident occurred during any
of the flights and there was no dlSiculty experi-
enced with the motor and Mr. Lebrija, by these
flights has plainly demonstrated that heavier than
air machines can be flown successfully in this alti-
tude, and the former theory that this was impos-
sible on account of the experiments made with a
few buzzards brought from Veracruz which died,
a few days after reaching here, was completely
exploded.

Yesterday Mr. Lebrija while trying out his ma-
cliine, arose to the height of about thirty-flve
feet, and maintained that height for about ten
minutes to the delight of the numerous spectators
that had gathered around to witness the flight.

Mr. Lebrija while in the air stopped his motor
and glided towards the ground, and when about
fifteen feet from terra flrma, started the motor
again and rose to a height of about seventy-five
feet. Then stopping the motor he gracefully
glided to the ground, making a safe landing.
After this Mr. Lebrija made several other flights,
all of which were successful.

Flying in Mexico

By E. L. Ramsey.

Mexican Army Is to Have No Balloon Corps — War
Department Denies Rumors to That Effect.

For some time rumors have been current to
the effect that the Mexican Army was going to
be equipped with an Aerial Fleet for which pur-
pose a number of Aeroplanes and Dirigible Bal-
loons had been purchased and that the equipment
would soon arrive in Mexico.

These rumors were denied at the war depart-
ment yesterday by Col. Luis Perez Figueroa, who
stated there was no truth in the reports. Col.
Figueroa said :

"Some oflScers of the Mexican Army have been
commissioned to study aviation in various coun-
tries, but further than this, the war department
has not taken any steps to equip the Mexican
Army with Aeroplanes or Dirigible Balloons."

An Aviation Treaty Between Mexico and the United

States for the Proper Regulation of

Emigration and Smuggling.

The Mexican Ambassador in Washington, Sr.
Francisco L. de la Barra and Secretary of State
Knox, have been discussing a treaty between the
United States and Mexico with regard to aerial
navigation and which will have for Its purpose
the enforcement of the treaties at present in force
with regard to emigration and smuggling.

The treaty which will be signed by Mexico and
the United States will be the first of its nature In
the world as up to date, while the several nations
of the world have apparently become alarmed at
the perils offered by aviation in the event of war.
they have done nothing towards solving the prob-
lem as regards the improper passage over frontier
lines.

March t8, 1910.
Enclosed fi.nd money order for $3 for which
please renew my subscription to your valued
publication. If I should miss a copy I would
want to sue you for all you've got.

H- D. Callahan.
San Saba, Tex,

AERONAUTICS

Julv, TQTO

^j^4.^Jt,^^^>i^^'i>Jh^?4f^<1r<1f*^f^'i"1f'i"¥*'^vi^i'

t Coming Events

^i|i^i|ti| n| «i | «t |n| i» | «» |n |«4" I"l"I" i"H'4"I'4'4"I"H"i"t"H'

Tanforan Meet Held in Conjunction With

Auto Races by the San Francisco

Motor Club,

Tlie Greene biplane belonj^ing to Roy Croslj.v.
equipped with a new motor and liaving a number
of clianges in. its m^alce-up. was brought out on
the field at Tanforan, Cal., May 29th and .•JOth.
but the wind was evidently too strong for the
new aviator, Harold Hall, to buck against. Hall,
who is only 18 years old, has mad« several flitjhls
with this machine and also has flown Prank
•lohnson's "Curtiss."

The gliding contests attracted a large number of
entries. All flights were towedl The two-rope way
of towing is open to criticism, it being in the
writer's opinion a dangerous method.

Ten-year-old Walter Sittman won first prize of
.$100 for height. Wolf and Becher won second. A
novel feature was the flights by the three young
Misses Johnson, one of whom won second prize.

The second day the first prize was won by Har-
old Winthrop ; second prize by .1. Sittman. the
Becher and Wolf gliders winning three prizes.

Robert Bergfeld, while being towed by two autos
had a bad fall owing to a rope breaking. The
glider was totally destroyed. Bergfeld having a
lucky escape.

Exhibition at San Jose.

San, .Jose, Cal.. is tired of aviation and the pro-
moters of the Anto and .Vero Show during the
Rose Carnival, had a hot argument with Frank H.

.Johnson, who has been giving none too sensa-
tional exhibitions with his Curtiss machine. John-
son is reported to insist on pay whether he flii^s
or not. During the fete .Tohnson made one or
two short flights and Harold Hall took Whipple
Hall's Curtiss machine for a mile.

University of Illinois Flights.

The aviation '■meet" of the I'niversity of Illi-
nois, at Uriiana. was a fizzle, all but the kites
of Samuel F. Perkins, who had his usual big
dis|ilay of kites to make good when the aero-
l)lanes fail to fly. In. a preliminary flight the day
l)efore the exhibition day, May 21. Otto Brodic
considerably damaged the Curtiss aeroplane. The
wreck was bixjught back to the university wood
shops, and with the help of instructors, employes
and students, was repaired late at night. Nothing
more was done until the 23rd, when they took it
out on the golf links. (In. the repairing different
wood had been used, and it had been rained upon,
soaking it and putting the machine out of bal-
ance.) Brodie ran the machine several hundred
yards, under power, on the ground, and then flew
back to the starting point, liit a small sapling, and
— two hours or so for repairs. Brodie or Wild
made eleven starts, and once rose almost tw"
feet off the ground and stayed up for almost thirty
feet. So everyone came back in disgust and' the
machine went back to Chicago the next day.

The reasons ascribed to the failure of the event
were : The unbalanced condition of the machine,
and the ovei"weight. due to the soaking; the small-
ness of the field, 400 or 450 yai'ds : the crowding
of the spectators, and the possibility- of the engine
being underpowered.

First National Novice Meet.

St. Louis. .Tune 12. — The first real aviation meet'
at which no other inducements than prizes are
oft'ered will be held at St. Louis, July 11 to Ifi.
lh<> postponed dates of the First National Avia
tion Meeting for Novices of the Aero Club of St.
Louis, which was to have been held .Tune 20 to 2.5.
Already four actual entries have been received on
thi' entry blanks provided for the purpose for th
first time in .Vmerica. accompanied by the .$10
entry fee. to be refunded to entrants whose ma-
chines are on the ground Saturday previous to
opening day.

Seven moi'e entries are promised from out e
town owners or l)uildprs, while five St. Louisan;
have signified their definite intention to partici-
pate. The first entry came from William Thomas
of Hammondsport. N. Y.. with his biplane, re-
cently described in Akron.mttics. Other entries-
came from William Curtiss Robinson, of Grinnel
la. (monoplane), and from Eric Bergstrom. Chi-
cago. HI., with what he claims is the smallest
monoplane for its carrying capacity in the world.
Howard Gill, of Los Angeles, Cal., entered a Gill
Dosh biplane, and expects to enter a Curtiss-type
biplane also.

Entries will close at thi' regular fee on June .'in
They will be accepted at .$20. not to be refunded;
until July .5. and until July at .$100. not to b.
refunded. Blanks and all particulars can be ol)-
tained ujjon application to E, Percy Noel, secre-

AERONAUTICS

tary of the Aero Club of St. Louis, 304 North
Fourth Street, St. Louis.

The meeting was postponed in order to gain timr
in which to obtain larger grounds to accommodate
the number of machines of which entry was prom-
ised. It is now expected that twenty planes will
be on the field, and the construction of half tha.
many sheds will be begun at once, others going ri]
as entries are received.

The new grounds will be sufflcieptly large for al
inn-poses and will form the permanent aviation
held of the Aero Club of St. Louis, to be known
as Camp Xo. o. The Aeru Club has already es-
tablished a small field within the city limits, where
H. A. Robinson and J. X. Sparling are practicing
with their nuichines.

Aeroplanes Will Fly in Montreal.

Montreal is giving evidence of her i)rogresslve
spirit by announcing an aviation meet to take place
there, commencing on the 25th of June and la^
ing until the 4th of July.

The meet will be held under the auspices of the
Automobile and Aero Club of Canada, which is
affiliated with the mother institution in Great
Britain, and is being organized by E. M. Wilcox,
publisher of Mutoring, and C. W. Bennett, a well-
known Canadian theatrical magnate.

Five Wright machines will definitely fly and it is
expected several others will participate.

St. Louis to Hold Show.

Under the auspices of the Aero Club of St.
Louis, the St. Louis Xational Aero Show has been
organized, and will be held in the Coliseum Build-
ing, October 8th to l.'Jth, during the period when
outdoor aeroplane and balloon events will take
place iu St. Louis, and is under the management;
of G. L. Hoi ton,.

The Aero Show will be a complete exhibition of
things aeronautic, and will include displays of
nearly every manufacturer of aerial apparatus
and supplies in America, and agents for foreign
makers.

In. kindly offering free news service of the show,
the promoters state :

"The show has been organized with a serious
purpose, which we believe will be apprecfated by
the press of America, in that the object is to
advance the American aeronautic industry so that
it will compare favorably to the industry which
alrcadv exists abroad."

July, igio

Model Flights.
At Hempstead Plains, Mineola. Long Island,
there will be cross-country model aeroplane flight
contests every Saturday afternoon, also kite flying
contests free to all.

Mr. Edward Durant, director of the .lunior Aero
Cliil) of America, has donated silver cujis for both
contests, and the president of the Mineola Press.
Mr. .1. II. Ellensohn, is in charge of the contests.

Members of the Xew York Model Aero Club will
also compete in the model contests, and the school
boys of Garden City and Mineola will be active
in competing for the kite-flying contest cup.

Frank Schober made a new record in model con-
tests at the L'L'ud Regiment Armory. Xew York,
June 4th, by flying a Langley-type model 215 ft.

Aeronautic Calendar for U. S.

June 13-18 — Indianapolis, Ind., "First Xat. Avi-
ation Meet," with exhibitions with Wright ma-
chines and open to all others.

June 18-19 — Louisville, Ky., flights by Curtiss
and Mars.

June 21-26 — Xashville, Tenn., exhibition flights
at Military Tournament by Hamilton.

June 22-25 — Minneapolis. Minn., flights by thrcr
Curtiss aviators.

June 22-2(5 — Minneapolis audi St. Paul, Curtiss,
Willard and Mars.

June 2S-July 5 — Montreal. Can., aviation meet,
witli five Wright machines and others.

June 2U-July 1 — ^Sioux City, la., ilfTHmLLid amL
Mars. H92r>

July 2-4 — 'Aurora. 111., exhibition, one Wright
machine.

July 2-5 — Pittsburg. Kan.. Wright flights, nm

.luly 4 — Washington. D. C, balloon races.

July 5-() — Peoria. 111., balloon race.

M t l} tri' t llm i hai ■■ >fnb . ) — Gurtion i . Wi * lnurt — *tH'

July 9-14 — Omaha. Xeb., flights by Curtiss, Wil .
lard. Mars and others. ( .V^ ** 'JLt^tf^ Sj'^^t^'*- '^

July 11-16^ — St. Louis, balloon'raceaSdiavia-
tion meet for novicesx'y--^^rv,^ /Ct) ' — ^ "" I fc-

August 12 — Indianapolis, Ind., balloon race.

Sept. 5-10 — Lincoln. Xeb.. exhibition flights \n
Wright aviators.

Sept. 5-10 — Ilamline, Jlinu.. exhibition flights by
Wright aviators. /

Sept. IT — Indianapolis. Ind., elimination rac( v
for (iordon Bennett balloon race.

Sept. 10-24 — Iictroit. Mich.. Wright exhibition
flights.

Sept. 26-30 — Trenton, N. J., exhibition flights
by Wright aviators.

Oct. 1-8 — Spring-fleld. 111., exhibition flights by
Wright aviators.

Oct. 3-8 — ^Sedalia, Mo., exhibition flights by
Wright aviators.

Oct. 5-15 — St. Louis, Mo., aeroplane exhibition,

Oct. 8-13 — St. Louis, Mo., Aero Show.

Oct. 17 — St. Louis. Mo., Gordon Benuett balloon
race.

Oct. 22 — Mineola. X. Y., Gordon Bennett and
other aviation contests.

Dec. 1-S — Chicago, 111., aeronautical exhibiticui
Of A. C. of Illinois.

\£f^ /V»«X<H«^

S in. The model was launched or started from
the floor.

On May 21 the West Side Y. M. C. A.. Xew York,
held another model contest at the 22nd Regim,'nt
Armory. At this contest there was a new cuj)
offered by :M. P. Talmage for the boys" class, to
be flown for by machines having two propellers.
The first leg was won by Frank Schober, 164 ft.
4 in. Second was P. iM. Watkins. 154 ft. 5 in.,
and third. C. G. Ilalpin. 139 ft. 10 in.

In the men's class Mr. M. P. Talmage. with a
Wright bii)lane, flew 132 ft. 1 in. This is the
longest flight ever made with a biplane at any
of the conti'sls. Dr. Dederer gave an exhibition
lliglit witli bis new machine and succeeded in
making T.io li., the longest flight made by any
machine since the flights were started.

AERONAUTICS

July, ipio

HtJ^rp^^^^

AFFILIATED CLUBS REVOLT.

Form New Organization.

Resenting its deeds and misdeeds, its arrogant
attitude, tlie lack of representation, so on and
so forth, tialf of tlie affiliated clubs have formally
cut the strings of the Aero Club of America's
apron and will now shift for themselves as best
they may.

This happened at a meeting of the affiliated
clubs called by the A. C. A. and held in its
rooms on May 23. When the delegates were
called to ordter in the morning there seemed to
be no business to transact except to renew affilia-
tion for another year and make any suggestions
to the mother club which might or might not be
acted upon in the discretion of the board of di-
rectors. Someone moved to adjourn.

Following were the delegates assembled : A. B.
Lambert, Indianapolis and St. Louis ; Col. Jerome
H. Joyce and A. Albert Hughes, Baltimore ; A. W.
Carpenter, Harvard ; W. B. Strang and George M.-'
Myers, Kansas City ; James E. Plew and Victor
Lougheed, Chicago ; J. V. Martin, E. C. Brown
and R. M. Allen, Harvard Aer'l Society ; J. S.
Panciulli, Washington ; J. M. Sattei-fleld, Buffalo ;
Alan R. Hawley, Pittsfleld, and Augustus Post,
Canton.

In the afternoon a second meeting was held.
Samuel H. Valentine, the chairman of the morning
meeting, Philip T. Dodge, Augustus Post and Alan
R. Hawley, all of the A. C. A., withdrew at the
second session, after granting the use of the club
rooms. Jerome S. Fanciulli, representing the
Washington Club could not officially represent that
body at the afternoon meeting.

A resolution was adopted calling for the organi-
zation of the American Aeronautic Association,
which was then formed with George M. Myers,
Kansas City Aero Club, President ; A. B. Lambert,
St. Louis Aero Club, First Vice-President; J. V.
Martin, Harvard Aeronautical Society, Second Vice-
President ; Victor Lougheed, Aero Club of Illinois,
Secretary, and Col. Jerome H. Joyce, Aero Club
of Baltimore, Treasurer.

The reason for the new organization was de-
fined in the following resolution, which was unani-
mously adopted :

"We recommend that for the administra-
tion of Aeronautical afflairs, of national or
local character in the United States, the
American Aeronautical Association be formed
at once, with officers elected to serve imtil
June 22nd, 1910, in New York City, at
which time we recommend that new officers
be elected for the ensuing year.

"We further recommend that all aero-
nautical clubs and l)odies now existing or
in the future to be organized in the United
States, including the Aero Club of America,

be invited to join this Association upon
some acceptable basis of powers and repre-
sentation, founded upon the numbers of
such clubs, or upon their membership, in ac-
cordance with rules and regulations to be
enacted into permanent form by the repre-
sentatives of affiliated clubs here assembled,
and to be revised from time to time as may
be decided at future meetings of the rep-
resentatives or delegates of affiliated clubs."
The following letter was delivered to the A. C.
A. together with a copy of the resolutions printed
above :

"New York, May 23, 1910.
"To the Aero Club of America,
"29 West 39th Street,
"New York City.
"Gentlemen :

"At the meeting held today by repre-
sentatives of the affiliated aero clubs, as-
sembled in response to your call at your
headquarters, 29 West 39th Street, after
discussion it was decided that the best in-
terests of the affiliated clubs could not be
advanced by conforming to the proposed
arrangement between your organization and
the Wright Company, and that the future
of the affiliated clubs and the interests of
aeronautical development in this country
could be better conserved by a separate or-
ganization, which would not be fettered by
the entanglements now existing by reason
of our connection with your organization.

"The meeting was. therefore, adjourned
without action, immediately after which the
affiliated club representatives called a meet-
ing for the purpose of organizing the Ameri-
can Aeronautical Association, to be a demo-
cratic organization, representative of the
aeronautical interests of the entire United
States, for the purpose of controlling aero-
nautical events in this country.

"In accordance with the expression of
opinion in the foregoing resolution, you are
cordially invited to send delegates to our
next meeting.

"In. closing we wish to extend our sincere
thanks for the courtesies of your organi-
zation.

"Respectfully yours,
"THE AMERICAN AERONAUTICAL
"ASSOCIATION,
"Per VICTOR LOUGHEED,

"Secretary."

New National Body Organizes June 22.

On June 22 in New York there will be held
a big convention with representatives from a
large portion of the eighty-odd aero clubs in the
country, at which time officers will be elected for
the ensuing year, plans formulated for the work
of the body, the adoption of rules governing con-
tests and the various prize offerings now awaiting
the action of the convention., etc.

As announced in the last issue, the movement
for a national body was started by the issuing of
a letter by Hudson Maxim, president of The
Aeronautical Society, to all the aero clubs of the
country. This met with great response.

ARRONAUTtCS

The day foliowing the secession of the A. C. A.'s
clubs several meetings were held between, repre-
sentatives of the newly formed American Aero-
nautic Association, and of the Aeronautic Federa-
tion of America with the result that the conven-
tion of June 22 will be a joint affair comprising
delegates from all the clubs with which corre-
spondence has been had by both movements.

At a meeting held on June 2 of the Aeronautic
Fedei-ation of America a temporary committee was
formed taking in members thereon appointed for
this service by the various clubs associated with
the federation. Some forty clubs are represented
on this committee, which is headed by Professor
David Todd, of Amherst, and Thomas A. Hill, who
has been one of the most over-worked energetic
enthusiasts in the movement and is dtoing all the
work of the committee up to the time of the con-
vention, was made Secretary-Treasurer.

A proposed constitution and by-laws for adop-
tion at the convention is being put into shape
now by Mr. Hill. Daily more clubs are beinj
added to the list of those sending delegates to
the convention.

ALL CLUBS FOR HARMONY.

The Aero Club of Washington is watching the
new movement with great interest. Dr. A. F.
Zahm hopes that the "final outcome will be one
grand aeronautical organization embracing the
whole country and enjoying solidarity and har-
mony of action."

While the Aero Club of Ohio has renewed its
affiliation with the A. C. A. for another year,
the secretary, Mr. J. Blake, states : "We * » *
hope that some course will be adopted that will
promote general harmony."

Wright Injunction Vacated.

New York, June 15.— Vesterday the U. S. Circuit Court
of Appeals vacated the temporary ini unction granted
the Wright Company against the Herring-Curtiss Co. by
Judge Hazel at Buffalo.

The history of the action is as follows :

The Wright Co. moved for a preliminary injunction
before Judge Hazel. He held the infringement and
validity of the Wright patent had been proved without
doubt in the hearing and granted the relief prayed for.
Judge Hazel, however, was willing to suspend the issu-
ing of the order, but required the defendants to put up
a SlO.OOO bond until the appeal, which was inunediately
taken by Curtiss, was decided. Now the Court of
Appeals has reversed the Hazel opinion, with costs,
and a trial of the infringement suit will now be had
before iudge Hazel, with cross-examination of witnesses.
The $10,000 bond is cancelled.

The reversal of opinion in the case is not a criterion of
the outcome, for no trial on merits has been held. The
Court of Appeals merely holds that on account of sharp
conflict of evidence and the number of affidavits sub-
mitted after the original decision, infringement was not
so clearly established as to justify a preliminary in-
junction.

Les Aeroplanes — Considerations Theoriques,
liy Paul Raybaud. (F. Louis Vivien, pub-
lisher, 20 rue Saulnier, Paris. Price, i franc.)
A brief expose of a new theory on effects of
air on moving surfaces, which sets aside much
of what has until now been generally admitted
on the subject. It is written in French.

July, ipio

Lamson vs. Wright Suit.

Paxton, Warrington & Seasongood, of CLn-
cinnati, representing Becker & Blakeslee, of Los
Angeles, Cal., have filed papers in a suit against
The Wright Company^ and Wilbur and Orville
Wright, in the United States Circuit Court for
the Southern District of Ohio, Southern Division, at
Cincinnati, by the filing of a bill of complaint
against the defendants stated, Charles H. Lamson
being complainant.

The bill of complaint prayed for an injunction
restraining the defendants from making, using or
selling aeronautical apparatus, such as flying ma-
chines, embodying the invention for which Let-
ters Patent of the United States were issued to
Mr. Lamson, January 22, 1901, No. 666,427. This
patent, it will be seen, antedates by over two
years the date of application of the Wright patent
under which patent the Herring-Curtiss Company
and Glenn H. Curtiss and Louis Paulhan have
been sued for infringement. The bill of com-
plaint filed as above also asked for an accounting
of damages and profits.

The Lamson patent, while stating that the in-
vention relates to "ribbed aerocurved kites," nevei--
theless sets forth that the construction is capable
of use as a flying machine by the application of
suitable propelling and guiding mechanism. The
patent discloses means for "tilting or inclining"
the tips of the wings or planes at each side of the
body, and these means are claimed to be equiva-
lent to those embodied in the Wright patent and in
the Wright flying machines.

The patent contains the following claim :

"The herein-described kite having a
central frame, wings projecting out
from each side of said frame and
means for tilting the tips of said
wings with relation to the body of
the wing."

Mr. Lamson charges that the Wrights simply
incorporated in their flying machine his inven-
tion; directed at maintaining lateral stability by
warping or twisting the wings or supporting sur-
faces.

Becker and Blakeslee say : "We
understand the Wrights insist that
anybody can use a box kite, but
Lamson's kite as shown in his patent
is a triplane comprising ribbed aero-
curves and connecting posts or up-
right standards jointed thereto corre-
sponding to Wright construction. Also
tip warping or tilting means and a
tail or rudder having horizontal and
vertical members. Lamson's device
as patented and operated resembles
closely general flying machine struc-
tures minus propelling and guiding
mechanism."

Judge Hand, in his opinion in the Wright-Paul-
han case, said : "I cannot see any relevancy in, this
patent."

The larger illustration gives a perspective view
of the Lamson kite with the covering removed
from the upper wing on one side. The tilting is
effected as follows :

"A general adjustment is made by
guys "K," each of which is secured
at the front lower comer of the frame
'.\' and at the under side of the
upper arm 'C by screw-eyes, or by
other suitable means. By adjusting

AERONAUTICS

July, ipm

the positioa of these screw-eyes a
general adjustment of the wings on
each side may be made. A more deli-
cate adjustment is obtained * * *
by loosening one of the diagonal tie-
wires of the panel and' tightening
the other. The simple means here
shown for accomplishing this result
are two loops f, adapted to slide on
the uprights d, each of the two
diagonal tie-wires passing through
one of these loops. By sliding both
of these loops up or down, the inclina-
tion of the ribs to the horizontal is
adjusted with great precision."

Bibliography of Aeronautics.

A "Bibliography of Aeronautics" has just been
issued as Volume 55 of the Smithsonian Miscel-
laneous Collections. Nearly one thousand pages
are required to present the 13,500 references whi'h
have been arranged alphabetically by authors, sub-
jects and titles covering the subject down to July,
1909. Mr. Paul Brockett, the Assistant Librarian

two minutes. High winds and considerable rain
prevented flights on most of the days. Lieut.
Foulois also had other duties in addition to aero-
nautical service.

Three instructors and seventeen student officers
of th* Army Signal School from Port Leaven-
worth were on, temporary duty at Fort Omaha
from May 10th to 15th. Captain C. De F. Chand-
ler was ordered from Washington to Fort Omaha
as instructor: two lectures were given and also
practical instruction in the generation and com-
Ijressiou of hydrogen, spreading and inflation of
balloons ; the Drachen captive balloon made sev-
eral ascents, and tliere was one free balloon trip
with Captain Chandler as pilot, and Captain IJ. J.
P.uri and Lieut. W. N. Haskell as aids. Signal
Corps Dirigible Balloon No. 1 was also used, being
manned by Captain Charles De F. Chandler as
pilot and Lieut. Haskell as engineer.

of the Institution, is the compiler of this valuable
contribution to science, and in his introduction lie
pleasantly reviews the long association of the In-
stitution with aeronautics. There have been pub-
lished by the Institution two papers on the gen-
eral subject of aeronautics, and thirty-five pub-
lications on various phases of the subject, since
1861. In greater detail Mr. Brockett reviews Hie
splendid contributions of Secretary Langley to this
fascinating science. He tells of the publication of
his "Experiments in Aerodynamics" in 1891, and
then of his further technical contribution on "The
Internal Work of the Wind," in 1898. Very
briefly is the story told of Langley's two epoch-
making flights with heavier-than-air machines. This
bibliography is a worthy tribute to the memory
of the Smithsonian's late Secretary, and much
credit is due to Mr. Brockett for his careful and
painstaking compilation.

Army News.

During the last month at Fort Sam Houston.
Lieut. B. D. Foulois made six flights in the Army's
Wright aeroplane, the longest being one hour and

Record Kite Flight.

A new world's record in high kite flying was
made on May 5 by the Mount Weather Observa-
tory, 23,800 feet, at which point twenty-nine de-
grees below zero were recorded, the lowest ever
registered by a kite-carried instrument. The pre-
vious record was also held by this station of the
Weather Bureau. The nearest approach to the
three Mount Weather records of more than I'.'i.OOu
feet was made at Berlin, Germany, March 25, 1908.
21,320 feet.

Balloon Record Made Official.

The Board of Governors of the A. C. A. have
made official the United States endurance and alti-
tude record established by Messrs. Clifford B. Har-
mon and Augustus Post on their trip in the bal-
loon "New York" from St. Louis on the 4th of last
October. Tlic duration figure is 48 hours 20 min-
utes, and the- altitude is 10,615 feet. .\ niueh
greater altitude was actually attained, but the
barogra))!! only recorded to this height.

AERONAUTICS

July, igio

4>'i'4'4>4"i"i>4>4"i>4>4'4>4>4'4>4>4>4>4>4>4>4'4><H>4

Foreign Letter

By Greely S. Curtis.

♦♦•M-**************************

I'aris. June lU. liJKt.

The immediate ueiKlilioi'liood of I'aris has lieeii
very (juiet for the last few weeks, so far as
aviation is concerned. This is due to the un-
seasonable weather, which during almost the whole
of that time has lieen, either windy or rainy, or
both windy and rainy. Two or three hail storms
liave been thrown in for good' m<?asure.

A week ago, however, M. Bleriot, at the suburli
of Issy-les-Moulineaux. flew on his monoplane be
fore the Chinese Prince Tsai Tao with, I under-
stand, profitable commercial results. Another at-
tempt by a less practiced hand on, May 14th was
less successful, the aeroplane being upset by a
gust, with some damage to the apparatus.

On May 19th, the weather again permitted
flights at Issy just at sunset, and 1 watched
two Bleriots and a Sommer biplane manoeuvre
at will above the wide parade ground. Cap-
tain Maurice Clement also flew very steadily in
the large Clement-Bayard biplane driven by a
4-cylin.der 40 h. p. Clement motor fitted with a
clutch and gear between the motor and the pro-
peller. Capt. Clement preferred to make his turns
while running along the ground, and stuck to low,
straightaway flights. His biplane is controlled by
means of auxiliary stal)iiizers of the Ilerring-
Curtiss type.

A Swiss aviator, M. Audemars. was out with his
Santos-Dumont Demoisi-lle. This monoplane trav-
eled very fast, but its pilot also habitually flew
low and made his turns almost entirely on the
ground. A Voisin cellular biplane was exercised
up and down the fleld, but I did' not see it leave
the ground completely at any timie. It seemed
to be tiuite unstable laterally, even in the compar-
atively calm weather which prevailed. There were
in addition two experimental monoplanes, one a
Vendome, which also ran briskly across and around
the fleld. But they, too, kept always In touch
with Mother Earth. The exhibition as a whole
impressed me with the caution of the French
aviators while practising.

The Santos-Dumont Demoiselle is certainly an
ingeniously designed and compact little flyer for
lightweight pilots. It is a redtiction of the aero-
plane to its present day minimum limits, and is
at the same time an unusually sijeedy machine.
Some eight or ten of these little monoplanes were
in the Clement hangar at Issy awaiting their try-
outs. Among them was the one which I ordered
last December, jointly with Mr. S. A. Reed of Xew
York, for experimental flights around Xew York
City. Before the weather had cleared enough to
permit a trial, I had decided to change to a
Bleriot. Ai)parently no one of my weight had ever
piloted a Demoiselle ( I weigh over 80i kilos ;
Santos-Dumont is reported to weigh 48 kilos) , and
the owners of the other machines at Issy were
mostly in the featherweight class. In spite of
their light weight, however, minor accidents to the
apparatus on landing were frequent, and most of
the machines at Issy had been reinforced at several
points. In view of these and other considerations
— the Bleriot, for instance, should l)e easier to
repair after an accident — it seemed advisable to
change to the larger and heavier apparatus.

M. de Lesseps" feat of" crossing the Channel
aroused some interest, but no very great entliu-
siasm. "Le Temps" of the next day. in fact, left
him still in the air, as it recorded his departure
from French soil Saturday afternoon and had' no
report of his coming down again, either on this
or on the other side of the channel, or even in the
channel itself. Conse(iuently as late as Sunday
afternoon rumors reported both success and failure.

I have just returned from an all-day trip on the
invitation of M. Henri Farman to the aviation
grounds at Mourmelon, near Rheims. Unfortunate-
ly M. Farman was not there, but his courteous
chef d" atelier, M. Fremri, showed me through the
works. The shops are largely of temporary
wooden construction, one story high. They are
building two types of Farman biplane, both of
which carry the high grade Gnome rotating motor.
The lighter model has the lower plane some twelve
feet shorter than the upper plane, the upper plane
in both models being about 3.5 feet long. The
special cloth used is given a smooth waterproof
coating after attachment. The cloth is not mounted
OIL tile bias, but has the threads parallel to the
main dimensions of the machine.

Cnfortunately a sharj) thiniderstorm prevented
flying most of the time I was at Mourmelon, but
toward evening it cleared ott' and three or more
machines took the air. These included a standard
Farman. an Antoinette, and a new model Voisin.
witli ailerons of the Ilerrlng-Curtiss type instead
of the familiar vertical panels. The Voisin Com-
pany are putting this new style on the market for
racing purposes. This change marks the liiial
adoiJtion. Ijy all the prominent French builders, of
the Wright method of stabilizing.

The Bleriot. Santos-Dumont, Grade and Tellier
are direct copies of the Wright patented invention,
while the new Voisin and Clement biplanes follow
the Herring-Curtiss modification by using inde-
I)endent stabilizing planes. The .\ntoinette. Far-
man and Sommer machines infringe by employing
hinged flaps or ailerons on the main planes.

The editor of L'Aerophile expressed his gratiflca-
tion and interest when I presented the card of
.VEUo.NAt'Tics. He was naturally familiar with the
l)Ul)Iication, and much interested in our attempts
in America to improve on and avoid the Wright
patents. In France they find it diflicult to under-
stand the legality or justice of the Wrights' posi-
tion. It is so obvious to foreigners that the wide-
spread practice of aviation in the Ignited States
is smothered by the Wrights that they cannot
understand the American aciiuiesceuce in what ap-
pears to them to be unjustifiable tyranny.

The photographs of the successful Newburyport
flights of the Burgess "Flying Fish" aroused the
interest of French constructors and' aviators, as
this is the first successful model, other than the
cellular Voisin, which is completely secure against
infringing the Wright patent. The first Burgess
production is more accurately termed the "Herring-
Burge.ss Flying Fish," as Mr. A. M. Herring person-
ally contributed to the design. This designation,
however, leads immediately to confusion with the
better known Herring-Curtiss flyer, which is not
free from legal difliculties with the Wrights. In
this connection, a late issue of The Car, Lon-
don, contains an illustrated description of the
Burgess biplane in flight under the heading "The
New Curtiss Biplane." The confusion between the
two rival machines was jiei-haiis increased by the
fact that I was piloting Mr. I'.urgess' --Flying Fish"
when the latter was iihotograplied. Xoedless to
say. Mr. Glenn II. Curtiss. the famous aviator, and
I are not identical.

Speaking of the Wright patent, the Paris edi-
tion of the y^cH- York Ifcnilil had most interest-
ing news about the revolt against the agreement
between the Wright Co. and the Aero Club of
Anierii-a. The new American .Veronautic Associa-
liciii lias a wide field of usefulness before it. May
it fill it wisely.

.Aeroplanes are being ex)iorted in large numbers,
many of them going to Russia and Kngland. The
Farman factory reported that four of their bi-
planes had been shipi)ed the day before my visit,
while the output of the Ateliers Bleriot is said
to be approximately thirty a month.

Builders are still hunting for the best motor,
and those which give good satisfaction are diffi-
cult to secure without a long delay. M. Bleriot
took mc> over all his well-keijt works and showed
me monoplanes fitted with the following motors :
Anzani 3-cyIinder, V shape, 23 h. p., air-cooled ;

AERONAUTICS

July, 1010

Clement 2-cylinder, horizontal, 30 h. p., water-
cooled : Picker 4-cylinder, vertical, 40 h. p., water-
cooled ; Gnome, 7 cylinder, rotating, 50 h. p., air-
cooled. Mr. Bleriot has mounted a Clement 30
h. p. on my machine, but is ready to provide any
of the other motors according to the preference of
his customers. An experimental monoplane, de-
signed to avoid the Wright patent, was observed
under construction, but it was not sufficiently far
advanced to justify description.

Another French monoplane should reach New
York before long. This is one of the large and
high powered Antoinettes which it is said that
Mr. Harkness is taking in under bond for tempo-
rary exhibition purposes.

The death of young Hauvette-Michelin in his
Antoinette at Lyons seems to have been singularly
unnecessary. An eye-witness tells me that the
monoplane was rolling along the ground when
knocked over the turning stake, and that Hauvette

PRINCIPAL FOREIGN FLIGHTS OF

MONTH.

Cross Country Flying.

May 13. — Hauvette Michelin. at Lyons, in an
Antoinette, struck in flight one of the poles
marking the course. The pole snapped and struck
Michelin. Picked up insensible, he died shortly
afterward.

NEW PAS.SENGER RECORD.

May 15. — Nicholas Kinet carried a passenger for
2 hours 51 minutes on a Henry Parman machine.
Wachter flew 2 hours 2 minutes in an An-
toinette.

May 16. — Roger Sommer flew across country,
Mouzon to Charleville and return, 80i kil'oms., in
-•J 1 hour- JLQ minutes.

it(^ May il2l»— Illner (Etrich) flew from Wiener Neu-
e- ' stadt to' Vienna and back, WtT kiloms., In 1 hour

Michelin made no attempt to dodge the stake as 14 minutes.

it fell across his craft. Many of those looking (m^ ^^ May 19. — ^Count Lambert (Wright) flew from

Vincennes to Gentllly with a passenger.

Cheuret (II. Farman) flew from Mourmelon to

were astonished to learn that he had even beeo-'^
injured by the fall of the post. The dent which
the spar made in the light frame work of the aero-
plane is clearly visible in a photograph.

Many of the French aeroplanes, particularly
those driven by Gnome motors, carry speed indi-
cators to show the pilots at all times the speed
at which the motor is revolving. The indicator
most generally in use is made by Chauvin. and
Arnoux. It consists of a minute magneto driven
by a cord from the motor, the current from the
magneto being indicated on a meter graduated in
revolutions per minute, which is mounted where
it may be most readily seen, by the pilot.

An accomplished fellow passenger on the Ma-
jestic, after seeing the photographs of the "Flying
Fish" in flight, dashed off the following amusing
jingle. It evidently belongs in the advertising
columns, but perhaps you will let it slip in with
this letter, as being the latest word from the
other side.

ADVICE.

Don't hitch your wagon to a star,
A tame and time-worn measure,

For planets and their orbits are
Too fixed for perfect pleasure.

' But if, my friends, you really wish
The heavens to explore — you
Have but to try a Flying Fish — ' .
The skies are all before you. '(^.3c>S

NON-STOP CROSS CHANNEL AND RETURN.

Chalons and back, 1 hour 12 minutes.

May 20. — Sommer flew from Sedan to Verdun
and return, 160 kiloms., in 2 hours 10 minutes.

At Mourmelon Captain Marconnet flew 1 hour
30i minutes, and Lieutenant Fequant, 1 hour 45
minutes.

NEW TWO-MAN CROSS-COUNTRT RECORD.

May 21. — Maurice Farman with one extra pa&
senger flew from Buc to Etampes, 80 kiloms,

CUOSS-CHA.XXEL FLIGHT.

May 21. — .Jacques de Lesseps flew over the Eng-
lish Channel from Calais to Dover, time 42 min.
The attempt to return was, abandoned. The ma-
chine used was a Bleriot Si., Gnome motor. Count
de Lesseps is expected t&.fly at the Montreal meet,
June 25 to July 4.

May 23. — ^Robert Frey flew over Berlin in a
Farman biplane in a 35-minute flight.

May 23. — Martinet (H. Farman) flew from
Chalons to Neufmoutiers, near Paris, a distance of
140' kiloms., in 1 hour 28 minutes.

May 24. — Lindpaintner (H. Farman) flew from
Mourmelon to Rheims, 45 kiloms.

Maurice Farman (M. Farman) from Etampes to
Toury, 30 kiloms., in 20 minutes.

May 28. — Grahame-White (H. Farman), Brook-
lands to Ranelagh, 24 kiloms., in 20 lainutes.

Louis Paulhan (H. Farman), Verona to Sol-
ferino, 36 kiloms., in 30 minutes.

Louis Bleriot, Toury to Etampes, 30 kilometers.

A. Leblanc (Bleriot) , Etampes to Toury, 30
kiloms.

June 2. — Hon. C. S. Rolls in, a Wright machine May 30. — A. Leblanc (Bleriot), Toury to Char-

flew from Dover, England, at *-t&0 P. M., across tres, 45 kiloms.

the English Channel to Sangatte, dropped -^eee CL, May 31. — A. Euler (Euler) made a cross-coun-
notejf, and returned to Dover in &^ minutes. Large try flight from Frankfort of 115 kiloms. in 1 hour
air bags were attached to lower planes, tjr^ 19 minutes.

Aeronautics' Permanent
:: :: Exposition :: ::

More exhibits are wanted to make Aero.val-
Tic's Exposition of still greater value.

Every manufacturer of anything in the flight
industry should have a display for his own sake
and that of the development of the Art in gen-
eral

It is surprising that such an "infant industry"
should be growing so rapidly that manufacturers
cannot promptly fill their orders. Still, one must
look ahead.

Try to scare up an exhibit for the Exposition
as soon as possible and ship it along. If dire
necessity calls, shipment of the display sample
can be made from the Exposition.

We want to hear from every maker and urge
everyone iaterested to call.

Exhibitors.

Hartford Rubber Works Co., Tires.

WiTTEMANN Bros., Gliders and Supplies.

Warner Instrument Co., Aerometer.

Requa-Gibson Co., Motors a.nd Propellers.

Elbridge Engine Co., Engines.

Pennsylvania Rubber Co., Tires.

C. E. CoNOVER Co., Cloth.

Edwin Levick, Photos.

Philadelphia .\eroplane Co., Motors, etc.

Roebling Co., Wire Cable.

Victor L. Brunzel, Varnish.

El Arco Radiator Co., Radiators.

J. A. Weaver, Wheels, etc.

Whitehead Motor Co., Motors.

Greene Co., Propellers and Parts.

Bosch Magneto Co., Magnetos.

Auto-Aero Supply Co., Supplies.

R. I. V. Co., Ball Bearings.

J. Deltour, Bamboo.

J. S. Bretz Co., Magnetos, Bowden Wire.

.\ero Supply Co., Supplies.

Chas. E. Dressler, Model Maker.

W.M. P. Youngs & Bros., Lumber.

BuEL H. Green, Turnbuckles.

Profac Food.

AERONAUTICS

July, ipio

LOS ANGELES CLUB DEDICATES SHED.

The Aero Club of California held its annual
picnic on May 29. This picnic was held at the
motordrome, where the club now has a hangar,
capable of housing sixteen machines. Eight ma-
chines are now on the ground and others building.

Some eighty persons were in attendance and the
aflfair was in every way a success. The Cannon
brothers towed their big biplane behind an auto-
mobile and succeeded in leaving the ground and
gliding some distance.

Mr. J. Wood Porter tried out his monoplane
gliding machine, towed by an automobile, and
mounted by Edgar S. Smith. The plane is circular
in shape. The chassis is suspended' from a central
rectangle, the semi-circular wings being hinged onto
this rectangle in such a manner as to allow of
movement in a vertical plane like the wings of a
bird. The whole surface is also hinged so as to
allow the angle of incidence to be changed. The
surface comprises some two hundred square feet.
After running on the ground for some distance, the
machine lifted slightly on one side, toppled over
and became a wreck.

Three of the machines now at the hangar have
engines and they will be tried out in the near
future.

The Aero Club of California offered a cup to
the boy making the best showing with aeroplane
kites. The following boys of the Boys' Aero Club
contested : Harold Scott, Carl Dorsey and John
Casey with Farman models, and Edwin Gettings
with a tetrahedral kite that he called a bimoplane.
Mr. Gettings won the cup with a seventy-foot glide.

The hangar was dedicated by Frank C. Garbutt.
Addresses were delivered by President H. LaV.
Twining, Charles E. Rilliet, W. H. Leonard, Buel
H. Green, William Stevens, li. 1. Blakeslee.

The Pacific Aero Club held its second annual
meeting May 11, 1910. The following officers
were elected. J. C. Irvine, Pres. ; I. B. Dalziel,
V.-P.; C. C. Bradley, 2nd V.-P.; C. T. Shaffer,
3rd V.-P.; H. A. Chandler, Sec'y.; J. M. Masten,
Treasurer; Adam Knieling, Consulting Engi-
neer; A. S. Pare, Consulting Patent Attorney.
Directors: A. S. Pare, A. L. Eisner, J. T.
Stanton, Jos. Hidalgo an(J Jos. Rosenthal.

The membership is increasing almost daily,
the weekly meetings of the club being well
attended. I^ectures by people of note in the
aeronautical world are features.

Stuyvesant Aeronautic Society. At the an-
nual Mechanics Arts E.xhibition of Stuyvesant
High School, No. 345 East 15th street, New
York, held June 2, the Society exhibited eight
aeroplane models. Six of these were of the
monoplane and two were of the biplane type.

The Society now has seven members, whose
names are as follows: Carroll E. Edson, Presi-
dent; C. Graham lialpine, Vice-President; Percy
W. Pierce, Secretary; F. Eujjene Robinson,
Treasurer; Garford Oliver, Librarian; Bryan
Battey, Frederick Fischer.

The Aero Club of Jacksonville now numbers
more than sixty members. Charles K. Hamil-
ton was recently the guest of the club at a
water party. The genial treasurer, W. M.
Stimson, kindly placed liis handsome motor
yacht at the disposal of the club, and after
a pleasant trip down tlie St. John River, witli
plenty of good things provided, Hamilton was
made the first honorary member.

The Curtiss Amateur Aviation Club has been
formed in Los Angeles, with officers as follows:
Ed. Gettings, president; Lawrence Adams, vice-
president; Harold Scott, secretary and treas-
urer.

Ha mi It on *s record,
and all of Paulhan*s
and Farman' Sf were
made on BOSCH-
equipped aeroplanes

Ignition information for
aeroplanes on reciiicst ::

Bosch Magneto Co.

223-225 W. 46th Street
New York, N. Y.

Branch Office : Detroit, Mich.

870 Woodward Avenue
Branch Office : Chicago, 111.

1253 Michigan Avenue
Branch Office : San Francisco, Cal.

357 Van Ness Avenue

Patterns | R i b s
Propellers | Struts

and Special Woodwork to Your

Design
Material and Workmanship Guaranteed

G. H. GREBE

68 Summit Street Brooklyn, N. Y.

The Aero Club of Dayton is anxious to have
the next national convention after the one in
New York, June 22, held at Dayton. Dr. L. P).
Custer has been appointed to be chairman of a
committee to represent the club at the conven-
tion. The Dayton Aeroplane Club has also ap-
pointed tliree delegates.

Dr. P. M. Crume and Dr. L. E. Custer will
represent the club in tlie balloon race to be
held at Washington, July 4th. A committee
will be appointed by the club to officially ob-
serve any record flights whicii may be under-
taken at the Wrights' Dayton school.

The Aeronautical Society still keeps up In-
terest in its well ;ittendcd meetings. On May
L'Tlh. I'rcsidont Hudson Maxim addressed the
members on "Aeronautical Warfare." On June
!)th, Koger B. Whitman, an expert on ignition sys-
tems, lectured on "Ignition." On May 19th an-
other competition was held for the selection of a
team to defend the Chanute Model Trophy.

AERONAUTICS

July, ipio

AEROPLANE TIRES

Clincher type only, which is the lightest
and most satisfactory type for aeroplanes

SIZE Weight complete

20x4 in. 6i lbs.

26x2i " 6i "

28x2i " 7i "

28x3 " 8 "

28x3i " 8t "

Wheels also furnished for the above sizes
Pennsylvania Rubber Co., Jeannette, Pa.

BRANCHES :

New York— I 74 1 Broadway ; Boston— 1 67 Oliver Street ;
Chicago — 1 24 1 Michigan Avenue ; San Francisco — 5 ) 2
Mission Street : Los Angeles — 930 So. Main Street.

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Price $1,400

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$950

The Aeroplane season is now on, so order <juick.
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AIDS TO THE AERONAUTICAL ART.

Following are some pamphlets containing
valuable information. In all cases, we believe,
these can be obtained free by writing to the
addresses given.

So)iie Aeronautical Expcriuicnts, by Wilbur
Wright.

Aerial Navigation, by O. Chanute.

Relation of Winy Surface to Weight, by R.
von Lendenfeld.

Researches and Experiments in Aerial Naz'-
igation, by S. P. Langley.

Tlie Greatest Flying Creature, by S. P. Langley.

Experiments zvith the Eangley Aerodrone,
by S. P. Langley.

— From Smithsonian Institute, Washington,
D. C.

Some Theorems on the Mechanics of High
Speed Balloons, hy Albert Francis Zahni, Ph. G

— From Catholic Lhiiversity of America,
Washington.

The Resistance of the Air at Speeds Below
woo Feet a Second, by Albert Francis Zahm,
Ph. D.

— From Johns Hopkins University, Philadel-
phia.

Researches on the Forms and Stability of
Aeroplanes, by W. R. Turnbull.

Measurement of Air Velocity and Pressure,
by A. F. Zahm, Ph. D.

— From the Physical Reviezv, Ithaca, N. Y.

Atmospheric Friction With Special Refer-
ence to Aeronautics, by A. F. Zahm, Ph. D.

— From the Philosophical Society of Wash-
ington.

A LETTER TO DICK FERRIS.

San Francisco, Cal., June 1, 1010.
Editor Aeroxaittics.
Dear Sir :

In a letter from Mr. Dick Ferris, published in
your June issue there are certain remarks that I
take exception to, and beg that you will publish
this letter.

As your representative at the Los Angeles
Meet it would have been decidedly unethical and
improper to have taken sides in any local dif-
ferences or controversies, and if you will re-read
my report (Marcli issue) you will see that tliis
was not done, that it was unbiased, in no way
misleading or derogatory, nor did it ignort> Mr.
Ferris, as he claims. Though he sliould liave been
given a great deal more credit for his executive
ability in handli.ng the meet. This was such a
widely known fact that I, unfortunately, did not
enlarge upon it further than to state that Mr.
Ferris was one of the conceiv.ers, and acted as
manager.

As far as "petty jealousies" go, this charge is
absolutely and obviously ridiculous, as I reside
in San Francisco, am a vice president of the I'a-
cific Aero Club, have been actively interested in
and liave written on tlie sub.iect of aeronautics for
a number of years, and our fields of activity in
no way conflict.

Regretting that the fairness and impartiality,
wliicii I believe has always characterized my re-
ports, has been questioned, and assuring both you
and Mr. Ferris that no injustice was intended, or
done, I ai>i

Yours very sincerely,

CLEVE T. SHAFFER,

AERONAUTICS

July, Tpio

MOLLER AFTER GOULD PRIZE.

Referring to engines of tlie twin type with two
propellers, for wliich Edwin Oould offers a prize of
$15,000, we liad tlie pleasure of seeing a new
construction in a two-cycle, double acting twin
engine, designed by .T. A. Moller. of Xew Rochelle.
This engine looks very feasible and ought to All
the bill for aeronautic inu-poses. It has a special
cooling device and can be built eitlier air or water-
cooled. Mr. Moller has been studying aeronautic
devices a good many years and would like the
co-operation of some gentleman fur the advance
of the art.

r.VRTXER WANTED.

I liave invented and apjilied for a patent on a
gasoline motor. It is of very efficient design and
only weighs L' 14 pounds per horse power. It can
be manufactured, I believe, cheaper than any
equally good motor on the market. I need a litt](^
financial assistance to market this motor. I would
like to form a partnersliip with some one wlio will
put up the little cash required. Would make very
liberal terms with right party. R. E. LEE. De-
posit, N. Y.

NEW r^EVICE FOR CONTROL.

.John C. Press, of Soutli Norwalk, Conn., has de-
vised a system of lateral control which he says
is tlie most ingenious, unique and effective yet
brought out, and does not infringe on the Wright
patent. It accomplishes, he .says, the same results
as the warjiing and tilting devices used at nrcsent
without changing from tlie horizontal, and nives
great lift without apjireciably increasing head re-
sistance, and that, as there is no turaing move-
ment, the rudder does not require to be operated
in conjunction with the device.

Mr. Press is anxious to get in touch with some-
one to assist liim in establisliing liis claims.

ANOTHER LETTER TO MR. FBRRIS.

Los Angeles. June 5, 1910.
To the Editor of .Veroxaiitics,

Sir : .Vs to the statements made by Mr, Ferris
in his letter publislied in the last issue of .Vkko-
.NATTics. I wish to call attention to the following
misapprehensions under which Mr. Ferris seems to
be laboring. The Aero Club of California came
into existence some seven months before it eve»
heard of 'Sir. Ferris, and it was not through any
initiative on the part of ISIr. Ferris that the Aero
Club was organized.

This club was organized in May. 1008. and it
was in full swing in the fall of 190S when Mr.
Ferris pulled off his balloon race.

From the time of its organization this club has
held continuous weekly meetings or semi-weekly
meetings, and at no time in its history did it
disintegrate or show any signs of disintegrating.

It applied for affiliation with the Aero Club of
.Vmerica six months before the international mid-
winter meet was heard of. but. owing to the slow-
ness of procedure, it did not receive the papers
until the movement for the midwinter meet had
been thorouglily launched.

Mr. Ferris" statements also do rank in.lustice to
the members of tlie committee of the Mercliants"
and Manufacturers" .\ssociation. of which commit-
ter he himself was a member. If it had not been
for the ;Merchants" and Manufacturers" .Vssociation
the Los Angeles meet would never have taken
place, and it was the business acumen of this com
mittee that made the meet such a financial success.

I do not wish to detract at all from the credit
due to Mr. F(»rris for the energy displayed by
him in bringing this meet to a head, as it would
not have taken place had it not been for him also,
but I do ob.iect to his misstatements with regard
to the Aero Club of California and his attempt
to belittle everybody else connected with the meet,
and to magnify himself.

Yours very t ruly.

IT. LaV. twin inc.
President Aero Club of California.

Detroit Aeronautic C^onstruction Co.

Builders of Light Weight, High - Power
MOTORS, PROPELLERS and RADIATORS

r)LIR motors combining compactness, simplicity and
^^ power, are the result of twenty years of practicKl
gas engine construction. A card w ill bring our circular
with full description.

Detroit Aeronautic Construction Co. gfTRRTcHiffi

Four Cylinder 4to x 4' -i
in. 30 to 40 H.P., com-
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6-ft. X S^aft.- porn
pitch propeller, ODOU
Weight per outfit 175 lbs.

Four cylinder 5x5 in.,
40 to 50 H.P., com-
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and 7-ft.x4-ff
pitch propelle

;S750

Six cylinder 5x5 in.'
60 to 70 H.P., com-
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and 8-ff.x4-ft.-
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$950

Wgt. per outfit 200 lbs. Wgt. per outfit 240 lbs.

I We I

Ludlow Aeroplane

Patents Pending

* y^UAKANTKKD as to Hij-ht. Guaran-
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of other patents. A new aeroplane
perfected upon simple and practical lines.
It has a new scientific method of control
which is an improvement on what has been
done before. It is like the others, but is
based upon a different and improved prin-
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stoj)ped by patent litigation.
C If yon are in the exhibition business, if
you desire to take up the selliufi- of aero-
planes as a business, if you want an
aeroplane for sport, comnuinieate with me.
A recpiest froiu you for further details will
convince you of the absolute correctness
of these statements.

2686 BROADWAY
New York City

*
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^ Israel Ludlow

4.4.4.4.4.4..{.^4.4.4>4>'|<4'4>'i>4'4'>i'4"|<'|'t'I'4'4'4''i-'f'4'

AERONAUTICS

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The I

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July, iQio

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I The Buyers' Guide |

Trade Notes

TO OUR FRIENDS. — We voidd appreciate it very
much if you would specify in ivriting advertisers
that you saiv the ad. in AERONAUTICS. This
will help us, and eventually be of equal service to
yourselves.

Curtiss Uses Palmer Tires.

The B. F. Goodrich Company of Akron. Ohio,
has just received a letter from Mr. Glenn Curtiss,
written immediately after his recent record-break-
in.i,' flight along the Hudson fi-om Albany to New
York City. Speaking of his equipment in that
Higlit, the Palmer Aeroplane Tires, which are of
• ioodrich manufacture, he said : "The Palmer
Tires, with which I equip all of my aeroplanes,
give the best of satisfaction for the purpose. The
light weight does not greatly impede the lifting
power of the machine, and the great resiliency
enables me to land without shock on the hardest
ground and to pick up speed quickly in starting.
I am glad to credit a part of the success of my
aeroplane to the Palmer Tire."

Mr. Curtiss used the Palmer tire on the winner
of the International Aviation Cup, Rhelms, France,
last autumn, and on the winner of the world's
record for short distance rising from the ground,
at the aviation meet, Los Angeles, California, this
year.

"The light weight which does not greatly im-
pede the lifting power of the m^achine, and the
great resiliency" which allows the plane to land
without shock, were particularly important in the
Albany-New York flight, when two landings were
made on the way for supplies, and yet the distance
was covered in phenomenal time, and with re-
markable ease.

The Sacramento Aerial Co., was incorporated In
.\pril for .$25,000. They are building two machines
which will be done about .Tune 10th. A lot has
lieen leased where a factory will be erected for the
manufacture of all kinds of aerial craft. It is the
iiii'ntion of the company to manufacture a motor
which will have many impi-ovements over anything
that has been put out so far.

The Gill-r>osh aeroplane which made its debut
at the Los Angeles Meet, has made over fifty short
flights. This was on the Curtiss order, but had a
lipavy automobile motor. A new model, different
from anything on the niarket, is nowing being
made and will be flown at the St. Louis Meet for
novices.

Several machines on the Coast have made short
flights with the Hall-Scott motor, which is com-
paratively new to the aeroplane world. These
ari' as follows : Wiseman & Peters, Farman type
ttiplane, at Santa Rosa. Cal. ; Frank Johnson, Cur-
tiss machine at San Jose with Harold Hall as
aviator, and Roy Crosby's Greene biplane with
Harold Hall, rider.

♦•M'4"i'***'l"l'*<H'4"4'*4'+****4»*4"H.+ii.4

Aero Motor for $250.

To All the steadily increasing demand for a light
weight aeronautical engine, the Detroit Aeroplane
Co., of Detroit. Mich., has undertaken the rather
ditfloiilt task to put a new motor on the market
for the most popular price of .$2.50.

This company has been incorporated under the
laws of Michigan for .$20,000, with F. Weinberg
president, for the purpose of manufacturing aero
motors and other devices. The firm of Wilcox <S
Carlson Co., of Detroit, makers of marine engines,
has been bought out.

The engine is a two-cylinder of the double op-
posed type, four cycle, and has a bore of 5 In.
and a stroke of 5 in., and the speed range Is
between 700 and 1,500 r. p. m., developing between

AERONAUTICS

July, igio

twenty and thirty horse power according to speed
and load. The weight is 98 lbs. Both valves are
placed in the cylinder head, and all four valves
are operated by one single cam. in this way elim-
inating a large number of parts, manufacturing
cost and trouble. The adv^antage of this arrange-
ment is largely due to the fact that by timing one
valve the others are timed at the same time. Both
valves can be detached with their valve cages by
loosening only two screws, at the same time giving
free view of the cylinder inside and the piston.
The engine being air cooled is especially designed
for this purpose, inasmuch as valve sections have
been employed of an enormous area, the exhaust
valve, for instance, being .'>% in- in diameter. On
the other hand, the extreme large flanges have
been arranged in doulile distance as customary
practice shows. This is done to avoid the recipro-
cating action of the radiation from one rig to
another, and has been thoroughly tested out on
French and German motors.

By means of the double throw crank shaft, the
pistons are forced in opposite directions, and as
a result, a bright stream of air is thrown steadily
inside the crank case and cylinder by each revolu-
tion, which helps considerably to bring the tem-
perature of piston and cylinder walls down. This
in connection with the arrangement of both
cylinders opposite from each other, and the wide
spread of the cylinder heads which are directly ex-
posed to the cooling air draft of the propeller,
warrants a most efficient cooling under propeller
load.

The lubricating system is splash, and the crank
case, therefore, is oil tight and from the best alu-
minum alloy. It contains, besides a lubricant, all
moving parts of the engine, as crank shaft, timing
gears, cam. connecting rods and pistons. The hol-
low double throw crank shaft is perfectly balanced
and made from 40 to .50 pt. high carbon steel,
heat treated and mounted against thrust by a
New Departure ball bearing, which feature enables
a direct attachment of the propeller. All other
bearings are made from best white brass, and are
most liberally dimensioned and replaceable. This
is the strongest keynote of the motor, which is not
only as light, but as durable as possible, and dis-
tinguishes itself from all other light weight en-
gines, because it does not need the care of any
expert, but can be handled most successfully by
amateurs.

Connecting rods and pistons are being weighed
thoroughly, and this in connection with the bal-
anced crank shaft is a most satisfactory running
system. There are some other points of refinement
employed in the design, one of which is that all
the strain of the cylinder and crank case is con-
verted into compression instead of pulling stress.

The gasoline tank may be mounted in or above
height of the engine, as the carburetor is attached
to motor on its lowest point of the crank case,
forming with the latter a compact unit. The
crank case itself is provided with flanges for the
purpose of fastening to the frame of the aeroplane.
The design, in connection with the very best
material used, and the very best workmanship ob-
tainable, warrants a first class product. This, in
connection with a large output and in always keep-
ing a number of ready tested engines in stock, en-
ables the company to market this motor for only
$2o0. This price includes the ignition systeni.
consisting in snaptimer provision being made for
attachment of magneto.

Propellers are made and attached to motors
on special request, and are kept in stock in sizes
between 5 and 8 ft. diameter and 3 to 7 ft. pitch,
these propellers being the sizes which the motor is
able to pull successfully without overheating or
destructive effect.

Catalogs are sent on special request. The com-
pany asserts that the price is so low that even
the most modest aeroiilane manufacturer can obtain
a powerful engine at a reasonable price.

Wittemann Catalog.

C. & A. Wittemann, Stapleton, Staten Island,
N. Y., have gotten out quite the finest aeronaut-
ical catalog yet issued an.vwhere. It contains a
full list, illustrated, of parts, gliders, wheels, etc.,
and the Whitehead engine.

The

Aeronautical
Society

OFFERS REAL BENEFITS

All interested in the Art
will be benefitted by be-
coming members.

DUES $10 PER ANNUM
NO INITIATION FEE

NO association in the
world has accom])lished
as much.

If ,you desire to learn
what the Society has done
for the Art in the last
eighteen months, send for
the brochure just ])ublished
reciting the accomphsh-
ments from the formation
of the Society in July, 1908,
to December, 1909. It is
practically a history of avia-
tion in the U. S. during the
above ])eriod.

For the purpose of in-
creasing the sphere of use-
fulness the membership
should be augmented.
Every additional member
advances the general good.

C Address the Secretary for booklet
and application blanks at P. O. Box
28, Station D, New York; or 1999
Broadway, where weekly meetings
are held.

AERONAUTICS
♦♦♦♦♦♦♦♦♦♦♦♦♦♦»♦♦♦♦♦♦♦♦♦♦♦♦» »

July, Tpio

NON-INFRINGING

AEROPLANES

Guaranteed to Fly

Ready for Early Delivery

Easy Terms for Exhibitors

Manufacturer and Dealer an

AERONAUTICAL SUPPLIES

Aviators for Tournaments

N.Y. Agent for Elbridge Engine Co.

FRED. SHNEIDER

1020 E. 178th Street New York

AERO ENGINES

WATER COOLED

Cylinders Wioiiffllt Steel. Water Jackets — Wrought Steel.

WKLDED to Cylinders. Crank Case~Ahimiiuim Alloy.

Shaft— Hammer P'orKed Steel. Bearings Drawn Phosplier

Bronze. No leaky screw joints- every joint Welded.
25-30 H.P., Weight 80 lbs., $600
35-40 H.P., Welght120 lbs., $800
45-50 H.P., Weighit 150 lbs., $1100

AEROPLANES BUILT COMPLETE

READY TO FLY

With Non-Infringing Equilibrium Device

•i57c cash with order, balance C. (). I).

THE SANFORD MFG. CO., ^'RiDSUconJ.

Propeller Tests Well

A test of a pro'peller, the design of which is
new, made by the Requa-Gibson Company, was
made at the Curtiss place in Hammondisport on
June 4. Hugo C. Gibson had gone to the factory
of the Elbridge Engine Co.. at Rochester, to make
tests of the propellers on the Elbridge engines.
Six propellers were taken, one of which was of
the new type. Owing to the rush of business,
there was but one of the large engines available,
and that had been delivered to Glenn H. Curtiss.
So the tests had to be made at Ilammondsport.
The engine was hung in a frame suspended from
the ceiling, and on a spring balance attached to
the wall the thrust was read. The 7-ft. diam.,
4-ft. pitch special propeller showed' up '■V.\7 lbs. at
860 r. p. m., the engine developing at the time
26 h. p. With the balance of the power of the
motor to draw on. the new propeller should show
great speed possibilities and economy in gas con-
sumption.

Fred Shneider Busy.

Three more aeroplanes, combination Farmnn and
\'oison types, will be delivered by the end of the
month. One will be equipped with a :^-cy Under,
;i0-o5 h. p., and the others with 4-cylinder." 40-160
h. p. Elbridge motors. One is for one Castellano.
who used to loop the loop on a bicycle : one is for
Nicholas Rippenbein. of Perth Amboy. and' the
third is for Mr. Shneider himself, if someone
doesn't buy it in the meantime, to try out some
new devices.

Manufacturers Please Note.

.\. If. llofer. 20."!."'> Michigan avenue. Chicago.
111., would like to get catalogues of all aeronautic
suiiplies. He expects to construct a biplane of
about the same dimensions as the Curtiss.

Many Aeroplanes Sold in Washington State.

The Hamilton Aero Mfg. Co., of Seattle, Wash.,
luixc liuilt and sold six machines, including sev
eral liii)lanes, and are now building two biplanes
for the international meet, to be e(iHipi)ed witli
an Elbridge 4O-60 h. p. motor and a Ke(|ua-(;il>son
propeller. They alread.v have seven orders for
"1 >nnionoplanes" andi biplanes. Many orders are
Mniied away because they cannot make immediate
delivery.

The Whitehead Motor.

The first aeroplane to be fitted with a Whitehead
motor is that of Chas. W. Miller. Following are
the details of the motor :

Tile engine is liighly finislied and has specially
temi)ered steel cylinders with steel water .iiackets
weldi'd in place. T'nder h.vdraulie pressure the
ja<'kets stand a pressure of 600i lbs. to the sq. in,
Forced circulation is maintained at high speed' by
a gear pump.

Th(> engine is of the two-cycle type, with eight
port exhausts to each cylinder. No carburetors
are n.«ied. a special Whitehead vaporizer being pro-
vided for each cylinder. Ignition is Bosch mag-
ni'to.

The intake is automatic, and is through a valve
located in the center of the piston- head. The
crank case is divided into four compartments,
which serve as pre-compression chambers, and in
which the gas is compressed to 20 pounds ])er
square inch, previous to being adtnittinl into the
explosion chamber.

When the exhaust takes place, the relief of the
liressnre in the explosion chamber en,abl(>s the lower
pi'essur(> in the crank case to force the valve open,
admitting the new charge into the explosion cham-
ber, coincident with the escape of the dead ga.ses
through th(> exhaust ports.

On the upward stroke a compression of 0.5 lbs.
i.«! reached, which is considerabl.y in excess of that
of any other motor, resulting in increased power.
The exploding charge is at ."00 lbs. per sq. in.

The bore is .5 in. and the stroke 5i/^ in., making
it a low speed, high powered engine.

AERONAUTICS

The cranks are set at quarter tUrns, making
vibration almost negligible. Being a two-cycle
type, the power is increased over a four-cycle' en-
gine of the same bore and stroke, there being four
explosions for each revolution of the crank shaft,
as compared with two explosions in the four-cycle
tj'pe.

Thus a four-cylinder, two-cycle engine, such as
the Whitehead, is theoretically much more flexible
than' a six-cylind'er, four-cycle automobile engine,
and is equal in flexibility to an eight-cylinder, four-
cycle engine.

The oiling system is both by splash lubrication
and mechanical oiler. The bearings are five in
number, of phosphor-bronze. There is also a thrust
bearing on the crank shaft to prevent the breaking
of the crank case from the pressure of the pro-
peller.

The construction of the cylinders of the White-
head engine is unusual, as they are bored out of a
solid billet of chrome nickel steel and subjecii'd
to numerous temperin^s.

The steel sheet water jackets are welded in
place by the oxo-acetyh'ue process, so that there is
no danger of a l)reak in the water-cooling system.
There is in the Whitehead engine no packing what-
ever, and all its working parts are of the utmost
simplicity.

The crank case is of aluminum alloy, and the
cylinder bolts run all the way through the crank
case, thus giving much more than the usual solid
ity of construction.

i ^ i ■ ! • ■ ! • » ^ < ■ ! ■ n ^ t i ^ t • ^ i » ! • » ! ■ ■ ! ■ * ! ■ * ^ i ' 2 * *$* * I * ' I"I ' ' I * ^ ^^ ^ *i* "I* ^* ^ ' 3 * * C * * ! * •S-

I Incorporations |
* +

Newell Aerial Navigation Companv of Seattle.
$100,000.; Frank A. Newell, R. McA. Redpath, John
H. Casebier, Carl J. Lindquist and William V.
Osborne.

Western Aeroplane Exhibiting Companv : Harry
B. Snell, R. W. Lawson, Frank .1. Boot, Jr.. Harold
S. Boot, Alva A. Ingersoll : $50,000.; Denver.

The TVin City Aviation & Exhibition Co. has
filed articles of incorporation with the Secretary
of State ; capital ,f .jU.Ooo. The incorporators are
L. N. Scott and William J. Murphv of St. Paul ;
H. E. Pence, J. J. Barclav, W. E. Wheeler. A. W.
Strong, H. E. Wilcox, L. H. Fawkes and F. E.
Murphy of Minneapolis.

Marquette Aeroplane Co., Indianapolis, Ind.,
$10,000.

Portland Aeroplane Co. ; principal office, Port-
land; capital stock, $5,0ii(t ; incorporators, Frank
Bettmann, Arthur Langguth and P. .V. Taylor.

I Patent List |

t *

»j i i |t ■ ! ■ i j t ■ ! » ■ ! ■ > ^ t » | » > ! ■ t | i > | * > ! » ■ ! ■ i ^ t ■ ! » ■ ! ■ • \ *o ^ » • i * » \ * > | * ' I * *S* *{* *^ ' I * " I * " l * ^ ^

-VOTE : IN THE FUTLRE .\LL P.\TENTS LISTED WILL

SHOW DATE OP FILING AS WELL AS DATE OF ISSUE,
IN RESPONSE TO THE SCGGESTION OF A SUBSCRIBER.

Igo Etrich and Franz Wels. Oberalstadt near
Trautenau. Austria-Hungarv, 0.52, 31 T. March l.^i.
PLYING MACHINE. The invention consists of an
aeroplane wing having a forward convex curved
edge and rear concave edge and rounded end por-
tions, while at bottom of the plane the front is
concave and rear convex.

Rudolph G. Dressier, Conev Island, N. Y., 952.-
886, March 22. AMUSEMENT FLYING MACHINE.
Two posts spaced apart and flexible rope extending
across at the top and bottom with rotating drum
to operate the rope and a toy flying machine at-
tached to the rope at the top so as to be moved in
imitation of ^flight from one post to the other.

Daniel C. Puncheon. Denver. Colo., 05.3.108,
March 20. FLYING MACHINE. This invention
consists in supporting a car by means of kites flex-
ibly connected thereto. Propellers are provided at
the sides and rear of the car to control direction
and the rear propeller is movable vertically on its
bearings so as to raise or lower the apparatus.

July, igio

EDWIN LEVICK

Aeronautical

AND MARINE

Photographers

Telephone
100 John

108 FULTON STREET Cable

NEW YORK Photonews. N.Y.

Photographs of Practically every Aeroplane and Airship in the World
Lantern Slides and Enlargements our Specialty

Write for Catalogue Agents Throughout Europe

Auto & Aeronautic Supply Go.

C Aeronautic Supplies of Every

Description in Stock
C Wood Cut as per Specifications
2100 BROADWAY (73rd St.,) NEW YORK

'PHONE, 6948 COLUMBUS

HIGH -CLASS MACHINE WORK
FOR AERONAUTICAL PURPOSES

We Accomplish Results where Others Fail

Pedersen Lubricators have proven to be the most reliable

Pedersen Manufacturing Company

(established 1884. INCORPORATED 1908)

636-64.4. FIRST AVENUE NEW YORK

New York
Chocolates

Chocolate

Most Suitable for Aeronauts or those

requiring a Non-Bulky Sustaining Food

Office, 150-154 CHAMBERS STREET, NEW YORK

FOR ANYTHING IN AERONAUTICS

which you may desire from France, write to

Ladis Lewkowicz, Ervauville, Loiret, France

and prompt attention will be given your inquiry.

Speciedty of securing reliable and successful motors. Any styles of
aeroplanes. Quickest delivery and lowest figures. Manufacturers'
guarantee. Full information can be obtained from my lawyer and
resident representative, Eugene I. Gottlieb, Esq., 140 N2issau
Street, New York City.

WOOD

For Aeroplanes |

^ Long Lengths of Selected Straight Grain T
<• 4>

* Spruce -- Pines- -Bass— Whitewood" +

I White Cedar, Etc. %

* FULLY EQUIPPED MILL-LOW PRICES J

T Manufacturers Supplied

% WM. P. YOUNGS & BROS

^ First Ave. and 35th Street

4* •!•

New York ^

AERONAUTICS

July, ipio

Aero Engine

U PRICE I 250

20-30 H.R

5in.Bore.5In.Stroke
1000-1500 R.P.M.

Weight 98 lbs

Write for a Catalogue

The Detroit Aero-plane Co.

DETROIT MICHIGAN

Aeroplanes 35 Cents

Tin- <iri-ati-.st littk- Hyer in existence; built on
strictly ■scientific lines, with a view to help those
interested in the problem of flight. For amuse-
ment and instruction it has no equal. Your
order will be filled by return mail. :: ::

AERO NOVELTY CO.

2506-Z-Monticello Ave. Chicago, III.

IHAMlLTONl

in his fligVit, Ne'VJ York to Phila-
delphia and return, Los Angeles,
and all other flights, had a

The same radiator was used in

winning the International at

Rheims by

CUR TI SS

For information on flying machine
radiators write

A-Z CO.

540 West 56th St., New York

•M'+++**++***+'M*+*********'H'***

Johannes Schilling, Colonie Grunewald, near
Berlin, Germany, 954,215, April 5. 1910, filed June
L', 190-9. BALLOONS. This invention relates to a
method of insulating balloons, more particularly
dirigible balloons, by providing a jacket around
the gas chamber and' filling said chamber with an
inert gas, that is a gaseous fluid freed from oxy-
gen such as the exhaust gases from a motor.

Edward J. Augsberger, Philadelphia, Pa., 95.3,-
810. April 5, 1910, filed April 8, 1909. FLYING
M.VCHINE consisting of an aeroplane (of any
type) proved with front and rear planes at the
sides of the main plane or planes. These side
pianos are inclined from the horizontal, the front
planes inclining upwardly from the inner to the
outer ends aud the rear planes inclining in the op-
posite direction.

Albert Koegler, San Francisco, Cal., and Ka-
millo Stelzer, Jr., Dresden, Germany, 954,574,
.\pril 12, 1910, filed March :i, 1908. MEANS
Fi)l{ SiTEEKIN(J F'LYINC; M.4_CHINE. This in-
venti(m contemplates a supporting frame, above
the basket or chassis, for a motor hung in a uni-
versal joint. Above the motor extends a sleeve
and inner shaft caused to rotate in, opposite di-
rections, by means of bevel gears, and air vanes
are secured to each. By changing the angle of
inclination of the motor and air vanes, the ap-
paratus may be steered in any direction.

Anna O. Hagstedt, New York. N. Y., 954, T.S.S,
.\pril 12, 1910, filed Feb. 18. 1909. FLYING MA-
CiIINE consisting of a body having two motors
described as a main and auxiliary motor. Pro-
pelling means comprising front and rear propel-
lers in addition to supporting means in the form
of a plurality of flapping wings are operatively
connected to both motors.

Gustave H. Brekke, Seattle. \Vash., 955,049,
.\pril 12, 1910, filed May 10, 1908, renewed, Nov.
lu, 1909. .VIR.SHIP comprising specifically a
helicopter construction of oppositely rotated pro-
l)ellers supported on vertical shafts, one within
the otlier, and means for swinging the propellers to
and from an inclined position. The upper end of
shafts being broken and provided with universal
joints.

Lagar R. Culver, Salt Lake City, Utah. 955,389,
.\pril 19. 1910. filed May 5. 1908. AEROPL.YNE,
I he novelty of which lies in a kite-shaped frame
sni>i)orted on a wheeled chassis. The frame is in-
tegral with the planes and is pivoted at the front
(■orncrs so that each side may be raised or low-
i-wd independently. The tail is similarly pivoted
and hand levers are connected foi- manual opera-
lion.

NMkolas Rueben, Aix la Chapelle, Germany, 956,-
42S, April 2(i, 1910. filed Sept. 1, 1909. AIR-
Sllll* IL\LL with temporarily removable roof. .\
liangar consisting of gable side walls and pillars
and rafters constructed to swing on said walls to
vertical position, the rafters being divided in the
middle to form a slanting roof when in normal
liosition. The roof covering is slidingly arrangi-d
(in the rafters and moval)le in divisions.

Ilenrv C. Schauze, Sr., Camden. N. J., 9."v6,(j48.
.Mav :\.' 1910, filed Nov. 25, 1908. DEVICE FOR
.\F.iM.\L N.VVIG.VTION. A housing provided with
propellers above and at each end, the former ro-
tating on vertical shafts and the latter on hori-
zontal shafts. Quadrants are secured at the ends
of housing for supporting the horizontal shafts
and means are provided for quadrants and pro-
pellers for the purpose of steering.

Rudolph Gendts, New York. N. Y.. 957,205, May
10. 1!)10. filed April 29, 1900. AIRSHIP. A rigid
ciiiar sbai)ed gas balloon provided with compart-
ments separatee from the gas. An open air com
parlment at the top serves as a passenger car.
r.el<iw this a compartment houses the power plant
which through transmission gears operate vertical
and horizontal propellers. Double rudder blades
are provided at the rear on each side of envelope
connected together by rods and operable simul-
taneously by transmission to a steering wheel in
passenger car compartment.

William ^V. Christmas, Washington, D. C, as-
signor of 49,r0tl to Creed M. Fulton and Thomas
W Buckev, Washington, D. C. and Lester C.
.McLeod, .V'storia, Ore., 957,744, .May 10, 1910. filed
Oct. HtK 1909. FLYINCJ M.XCHINE. Au aero-
plane consisting of a plurality of separate, inde-

AERONAUTICS

July, ipio

pendent, suitably spaced supporting planes of con-
cave-convex form in the direction of tlieir length,
transversely to the line of flight, the confave sides
being towards each other. Tlie upper supporting
plane has also an intermediate air gap and is
wai-ped to present air guiding surfaces leading to
said gap.

Louis Araheiter, Jersey City, N. J., 958,460, May
17, 1«10, tiled Oct. 6, 1908. AIRSHIP. An aero-
plane having the following characteristics : A
frame-work on wheels supports in the center a
large sustaining surface of arch shape open at the
front, rear and bottom. Located at each side of
main surface a smaller surface of same style is
provided. Within, the large arch adjustable pro-
pellers serve to propel forward or backward while
under the side arches a propeller at each side
raises or lowers.

.lohn Hoskine, Detroit. Mich., 958.747, Mav 24.
1910, filed June 14, 1909. PLYING MACllIXK,
comprising aeroplane surfaces and a helicopter
above them so arranged that upon a rapid down-
ward movement the spaces between the blades are
automatically closed and an outwardly and down-
wardly extending rim surrounding the helicopter
enables it to act as a parachute.

Frederic W. Schroeder, Kennington, London, Eng-
land, 959. 260, May 24, 1910i, filed Nov. 4, 1909.
AERIAL SHIP. A combination of helicopter, gas
bag, luting vanes and parachute. A series of lift-
ing propellers arranged in pairs on vertical axos
to rotate in opposite directions are connected with
auxiliary lifting vanes lying below and across the
main blades of the propellers. Vertically dis
posed gas bags are carried below the frame and
above a series of parachutes are arranged nor
mally collapsed and adapted to expand automatic
ally when any downward velocity Is acquired.

Marcel Kapferer. Billancourt. France. Assignor
to Societe Aronvme "Astra," Billancourt, France,
958.926. Mav 24, 19I(^ filed Sept. 11. 1900. DE-
VICE FOR FEEDIXG BALLOONETS ON AIR-
SHIPS, comprising a pipe within which is a flexi-
ble partition, running longitudinally and being of a
width equal to half the circumfcri'iitial develop-
ment of the pipe. A flexible si)li("i-ical cap, at-
tached to the partition, is operable from the out-
side for the pnritose "f directing the gas into one
or other of the I'ompartuients to be supplied.

John Buchanan. Holland. Mich.. 959.199, Mav
24. 1910. tiled Oct. 9. 19(is. FLYI\(; MACHINE.
An aeroplane provided with propeller at the front
and rudder at the rear with a car pivotally sus
pended below and means for adjusting mamially
the angular relation of the car and planes.

I Ascensions ^

4, xxov^v^lJ.ox^^XJ.o 4.

4* ■!*

+ :: Two 400-Mile Trips :: :: *

♦ :: One of 200 Miles :: *

* *

Forbes' New Record Altitude.

note: .\stekisk (*) denotes tuii' o\er 100 .mii.e.s.

*Quincy, 111., May 9. — A Holland E^orbes. i)ilot.
in his new balloon "Viking." with J. C. Yates, to
('rail Hope. Ky.. a distance of ."O.'Ji/i miles; dura-
tion 19 hours 55 minutes, highest altitude, 20,-
600 ft.

The trip was undertaken with a view of gaining
the record duration, altitude and distance, but
the poor quality of the gas cut down tlie supply
of sand bags. When the aeronauts landed there
was but one bag left out of the thirty-three at
the start.

From 6:50 p. m., the time of the start, till 9:00
the next morning. I)ut six bags were used. In
passing over Illinois, the balloon suddenly droi)ped
from an altitude of 8.(MMI or 9,000 ft. and six
bags of sand were used to check this sudden de-
scent, which was accomplished just as the trail
rope touched the ground. It was found out after-
ward that a local rain storm probably created a
rising column of cold air and caused the drop.

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<tl

Considerable ballast was expended in attaining
the great altitude. The aneroid was examined at
about 2 :00 o'clock, and it registered' liOi.eOO ft.
Xt this point the aeronauts were gasping for
breath, and this height was maintained for about
ten or fifteen minutes. It is supposed the balloon
went consid<>rabl.v higher. The instrument was
later examined by the makers and it was found
that this height was the limit of the capacity
of the aneroid.

The gas left only slightly filled the balloon,
and as it tended to collapse, it had a correspond-
ing tendency to elongate, hence the pressure upon
the rope extending from the base of the appendix
to the basket became great. In fact almost the
entire weight of the rigging beneath the balloon
was forced upon this single line, and at length
it parted. This dropped the basket, elongating
the balloon so suddenly that the line from the
ripijing panel to the basket became suddenly taut,
tore open the ripping panel four or five feet. The
gas rushed out at terrific speed. The result was
tlic immediate t'ollapse of the balloon and its
descent to the ground at 2 :4.5 p. m. ,\t this
time the 350-ft. trail rope was just touching the
ground.

The aeronauts were found' unconscious by farm-
ers. Forbes was laid in a lot of poisin ivy vines
and suffered from their poison for some days.

I'ittsfield, May 11. — Charles .1. Glidden, pilot :
Kabbi Charles Fleischer and .T. J. Van Valken-
l)urgh in the "Pittsfleld," to Ilolden. Mass. Dura-
tion 3 hours : distance 7.5 miles ; altitude .">,4(i0 ft.

Pittsfield. May 14.— Charles J. Glidden. pilot,
and Jason S. Bailey, in the "Mass.," to Berkshire-.
Mass. Duration 1 hour 4.5 minutes : distance ^$
miles: altUude 8,7/(0 ft. Snow storm at 4.000' 1o

Philadelpnia. May 14. — ifr.' Thomas K. Eldridge,
Ira Brown, and Mrs. D. V. Evans, in the "Phila.
I.," to William«town, N. J. Distance 20 miles;
(Jiii-ation 5 hours : altitude fl.OOO' ft.

ittsfleld, Mav 15. — William Van Sleet, pilot :
Roswell C. Tripp. Pairman Dick and E. C. Ely,
in the "i>j pring fi e1 (^ " tq^ j-ihtiron Conn. Distance
ffi>s^OTtl'ation T). noursi^ altitude 7.000 ft.
■it. Louis, May 19. — .John Berry, pilot : Prof. G.
O. James and Andrew Drew, in the "St. Louis
III," at 6:35 p. m., to Carsonville at 7:15 p. m.
.\t S :30 p. m. Wnother ascent was made from
here, landing eventually at ]l:20i near Iliilview,
111. llillvi(>'.v cannot be found on the map.

CROSSES LAKE MICIIIG.\N IN NIGHT TRIP.

*St. Louis. May 19. — H. E. Honeywell and Wil-
liam P. Assmann left St. LouTs in the "Centen-
nial" to make a new distance record. After be-
ing in the air 22 hours and traveling 400 1-3 miles,
a landing was made at Shiloh, Mich. An altitude
of 14,800 ft. was reached.

*North Adams. May 20. — .V. Leo Stevens, pilot :
Dr. David Todd, Percy Sherman and Charles Som-
erville, in the "Cleveland," to St. Dominique, Que.,
In the long(>st flight ever made from a New Eng-
land point. Duration 11 hours 52 minutes; dis-
tance 219 miles; altitude 11,000 ft.

AERONAUTICS

July, igio

r-"A TALK TO THE INVENTORY

CThe above book is an honest explanation of how the
Inventor may guard against obtaining worthless
Patents, and is written with a sincere desire to place
the Inventor-reader in a position to determine intelligently
when he should not file an application for Patent. Sent
FREE on request.

The business of experienced patentees and inventors
solicited. Inexperienced inventors will be rendered equally
thorough service.

H. L. WOODWARD ^^'^L^'odV/ d;u?r '" "^""'"^''^

727 9th Street 0pp. U. S. Patent Office

egistration

Washington, D. C.

WINS THREE CUPS.

The pilot, Mr. Stevens, wins for the first time,
until his record is beaten, three cups:

"La Patrie Montreal," to the Dilot larding
nearest the office of "La Patrie,"

"Cortlandt F. Bishop," to the pilot making the
longest flight in 1910, starting from a point in
Now England.

The "North Adams Cup," for the longest dis-
ance made from North Adams.

A lower current was encountered which begnn
to drive the balloon towards the States again,
and it was thought best to land at Drummonds-
ville. The trail rope was dropped here and the
aeronaut called out to a farmer to catch it, but
the man's wife held him back. By this time
the balloon had come up to a forest where It was
impossible to descend, so the trip had to be con-
tinued some seven miles further on the return
journey. The final landing was made at St.
Dominique, Que,

The .\utomobile Club of Canada's cup for a
landing on the island of Montreal dO'^s not appear
to have been won, as St, Dominique is not on the
island.

London, England, May 20, — H. W. Gannett, of
the N. E. A. C, made a trip over London and
landing at Castle .\bbey. Distance 00 miles.

The funeral of King Edward was viewed from
the balloon.

Pittsfleld. May 21. — William F. Whltehouse/ to
near Springfield, Mass., in the "Pittsfleld." /Dis
tance 40 miles. 1_ fsj-y^S «

Philadelphia, May 21. — Dr. George H, S/mmer
man. Dr. Thomas E Eldridge, Prof. Chi*(-Ies I.
Doolittle and A, L. Millard, in tlie "Pln/a. 11. ,
to Crestmoor, N. ,J

Crestmoor cannot be found on the ma^). Though
the balloon was sent up 6, .500 ft., on acooiuit of the
dense clouds, no view of the comet was obtained.

Indianapolis. May 27. — G, L. Bumljaugh and Dr
L. E. Custer, from the Motor Spe^way, landing
about 10 miles away,

Indianapolis, May 28. — Luzern /Custer and C,
A. Copy, from the Speedway to /Cagletown, about
2.5 miles,

Pittsfleld. Mass.. Mav 27. -/.T. Walter Flagg,
pilot, and W. G, Kelly, in the "Pittsfleld," to
Sorinirfield, Mass. Duration £^| houriSJ^ distance
? "*9 miles. / Mf 7 '♦Vl/U*

' Pittsfleld, May 28. — Cha/es .T, Glidden, pilot,
and .Tason S. Bailey, in tm» "Mas.s," to Bethany,
Conn. Diiration 2% hom-s ; distance 75 miles;
altitude 7,700 ft.

Springfield, May 2S7^.Lay B. Benton, pilot
Louis Dederick, Prof. /)avid Todd. Robert Wells
and Nelson Waite, left/the ground in the "Snring-
field" but the ballooi/ caught in the wires lining
the railroad and tl^^ gas had to be let out and
the trip abandonedy

St. Louis. .Tuneyl2. — S. L. Von Phul, pilot, and
.T, D. W. Lambert, in the "St. Louis III.." to
No''th St. Louis/ In descending it was found the
rip .Tnd valve ^rds were entangled and the bal-
loon was allowed to drop of itself. The descent
was in the Mississippi River.

PATENTS

C L. PARKER

Late Examiner U. S. Patent Otfice

ATTORNEY-AT-LAW AND SOLICITOR OF PATENTS

American and foreign patents secured promptly and
with special regard to the legal protection of the in-
vention. Handbook for inventors sent upon request.

30 MCGILL BUILDING

Washington, d. C.

PATENTS

SECURED OR FEE
RETURNED :

Send sketch for free search of Patent Otfice Records
How to Obtain a Patent, and What to Invent, with List
of inventions Wanted and Prizes offered for Inventions
sent free. Patents advertised free.

^Ve are experts in AIRSHIPS and all patents and
technical matters relating to AERIAL NAVIGATION.

VICTOR J. EVANS & CO., Washington, D.C.

HAVE YOU AN IDEA?

IF SO. WRITE FOR OUR BOOKS:
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F. G. DIETERICH & CO. patent lawyers
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TRADE MARKS REGISTERED

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PATENTS that PROTECT

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Also Working Drawings and Reliable Data

for Flying Machines.

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170 BROADWAY. NEW YORK CITY

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AERONAUTICS

July, igio

AERONAUTICS

250 W. 54th Street
Cable: Aeronautic, New York

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Published by

AERONAUTICS PRESS, Inc.
A. V. JONES, Pres'i - E. L. JONES, Treas'r-Sec'y

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ADVERTISING REPRESENTATIVES:

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No. 36

JULY, 1910

Vol. 7, No. 1

Entered as second-class matter September 22, 1908, at the Postoffice

New York, under the Act of March 3, 1879.
t\ AERONAUTICS is issued on the 20th of each month
^^ All copy must be received by the lOth. Advertis-
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#T Make all checks or money orders free of exchange
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'"Aeronautics" '
New Year.

<$>

<$>^>«>«><e><$><»€>'M>«><?><?><S><$'€><e><?x^<«>'$><$>'»'»<j><«><»><»<j><«>'^<S><^

It is with somewhat more assurance of
the ultimate than on three previous Julys
that with this issue "Aeronautics" begins its
fourth year.

Aeronautical affairs of late have reached
a higher plane and the structure of the Art
is attached more firmly to the industrial
chassis.

In the face of the kindly advice of those
foremost on the subject the magazine was
started in July, 1907, when a gas balloon
was a curiosity and the Wright Brothers'
flights were still alleged myths.
^\With the good will and ready support of
t€se somewhat pessimistic friends, and with
the appreciation of those who found "Aero-
nautics" of interest and value, without a
skip the magazine was continued single-
handed through three not particularly en-
couraging years.

It was steep-angle work, you may be sure.
No t'me or pains has ever been spsred to
make the paper as reliable, accurate and
efficient as possible in its heretofore ex-
ceedingly limited field. The sun often set
and rose again on a day's work, but the
heart was in it, and this, perhaps, made the
labor lighter.

In launching upon this New Year I want
to express my sincere appreciation of the

many kindnesses thrust upon the magazine,
and may success eventually alight at our

doorsteps.

ERNEST L. JONES.

Automatic Stability Problem Solved.

Liiii,aitn(linal and lateral stability form tlio two
most important problems in the developnifnt of thr
aeroplane. Stability must eventuall.v be automatic.

For some .years past Lieutenant .T. W. Dunne
who was for some time attached to the Balloon
Factory at Farnborough, England, but has recently
continued his experiments at Sheppey on his own
account, has worked at the problem. A biptane
designed by him, and piloted by Lieut. (Jibbs, actr
all.v made several flights in Perthshire in thr
autumn of 190S. Since the beginning of this year
flights extending in one case to nearly one mile
have Iteen mad'e in the Isle of Sheppey. The ma
chine was recently reconstructed, and was brought
out once again and tried on the afternoon of May
27, in a fair breeze. Lieut. Dunne, who i)iloted
the biplane, arose from the ground after a riir
of some forty yards and, rising to sixty feet, main-
tained this altitude for some distance, when he let
go his grasp of all the steering-levers and absolutely
abandoned the machine to the air. Pursuing Its
free flight with perfect stability and steadiness, the
aeroplane covered a distance of .iust on two miles,
when lyieut. Dunne resumed control of his levers
in order to clear a high mound, but. being unable
to do so, came to earth in a ploughed field. The
entire length of the flight was about two and one-
half miles. During its free flight the aeroplane
gradually rose all the while.

The importance of this achievement need not
be insisted upon, it simply proves that the problem
of automatic stability is in a fair way of being
solved, and as such Its significance transcends that
of the ma.iority of sensational sporting and exhihi
tion flights. During the whole of its free uncon-
trolled flight the aeroplane remained' absolutely
stal)le. The aeroplane Is a biplane ; the wings pro-
ject backwards from the central axis of the ma
chine, and in plan have the shape of a V with
the apex in the direction of flight ; the wing tip^
are actually situated in rear of the center of
gravity of the machine. Their combined area i
."i(>(> square feet. The machine carries no tail no
steering or controlling surfaces of any kind with
the exception of a flap hinged to the rear ex-
tremity of each wing for effecting horizontal aiu'
vertical steering. A 4-cyllnder, 50 H. P. "Green"
engine drives two propellers revolving at the rear
of the surfaces. The wings have a positive angle
of incidence near the centre, the angle gradually
decreasing towards the tips, where the angle i
actually negative. The machine weighs 1,700
pounds, the loait therefore being about three pound'
|ier si[uare foot.

PROPELLERS

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AERONAUTICS

July, 1910

We Build Balloons That Win

HAVE WON EVERY CONTEST ENTERED AGAINST ALL MAKES

CHICAGO CONTEST — Balloon "Fielding-San Antonio" — 9 competitors

Distance and endurance trophies, also water record of the world — 350 miles one trip

INDIANAPOLIS CONTEST— Balloon "University City" — 6 competitors

PEORIA CONTEST — Balloon "Peoria" — 3 competitors

ST. LOUIS CENTENNIAL CONTEST — Balloon "St. Louis III" first, and Balloon

"Centennial" officially second for distance and endurance, 47 hrs., 4 1 min. — 8 competitors

Balloon "St. Louis III" — speed record of America — Lambert, pilot; Von Phul, aide

JUST THINK OF IT, EVERY CONTEST IN THE LAST TWO YEARS.

Aero Club Grounds, Centennial Contest, St. Louis, Mo .

^ The longest voyage by a licensed pilot in the United States, in 1908, was
made with the 2200 cubic nreter "Yankee" — 461 miles with two stops —
a remarkable performance; 800 pounds ballast aboard when landing.

HONEYWELL, Builder

^ The greatest balloon trip of 1908 and 1909 — 850 miles in competition —
made by the 2000 cubic meter balloon, "Fielding-San Antonio." Four
American and two Foreign makes defeated by wide margin.

HONEYWELL, Builder and Pilot

AEROSTATS, AIRSHIPS AND INSTRUMENTS

IN STOCK AND MADE TO ORDER
^ HONEYWELL CONSTRUCTION utilizes the latest and best materials
— varnished or rubberized envelope with French-type valve, and Italian
hemp or linen nettings. Cars equipped for comfort and convenience
— light and durable. .........

FRENCH— AMERICAN BALLOON CO.

H. E. HONEYWELL, Director

4460 Chouteau Avenue, St. Louis, U. S. A.

In answering advertisements please mention this magazine.

AERONAUTICS

FREE
TWO BOOKS:

61 -Page

"Inventor's Guide"

and

64-Page

"Proof of Fortunes

in Patents— I
What and How to

Invent"
"THESE books will
*■ tell you How to
Secure Money to
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and ALL about the

Great Success
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T r a d e - M a r k s ,
Copyrig^hts, Prints.
Labels, Registered

ADVICE FREE

PROTECT YOUR IDEA!

July, igio

Patents ™« Pay

'My Trade-Mark"

■ Your business will have my personal attention." — E. E. V.

REFERENCES:

American National Hank,
Washington, D. C.
Little Giant Hay Press Co.,
Dallas, Texas.
Gray Lithograph Co.,

New York City. N. Y.
Farmers Mfg. Co.,

Norfolk, Va.
New Era Mfg. Co.,

Fairfield, la.
The Parry Stationery Co.,
Oklahoma City, ('kla.
Bell Show Print Co.,

Sigourney, la.
The Camp Conduit Co.,

Cleveland, O.
The Iowa Mfg. Co.,

Oskaloosa, la.
SamT Allen & Son Mfg. Co.,
Dansville, .N. Y.
The Garl Electric Co..

Akron, O.
Superior Mfg. Co.,

S.dney, O
Tidnam Tel. Pole Co .

Oklahoma City, Okla.
Bernhard Furst, Vienna,

I. Austria-Hungary.
Compound Motor Co.,

Brooklyn, N. Y ,
circulation

MY FEE RETURNED IF "PATENT" IS NOT ALLOWED

(Ske Above List of References-THEY TALK!)

HIGH CLASS WORK EXCELLENT TESTIMONIALS

Successful Clients in Every Section of the U. S.
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MY OFFICES ABE LOCATED ACROSS THE STREET FROM THE U. S. PATENT OFFICK

WHAT YOU INVENT!!

m ^""T^M. Mnnm^A ID MT

AERONAUTICS A SPECIALTY

C Improvements in Aerostructures should be protected without delay. Thousands are
experimenting, and your discoveries may be made and patented by others. A seemingly
unimportant point to-day, may control the Aeroplane and Dirigible in tlie future as the Selden
Patents control the Automobile. Do not give your idea* away; protect them with solid patents.
We render an opinion as to the patentability of any invention without charge. Send us a
sketch and description, photographs or a model for immediate report.

Booklets giving full informal ion in Patent Matters, a list of needed inventions and a history
of succes.sful patents, mailed free. Write for them.

WOODWARD & CHANDLEE ',ii.'^nif^;^.-^^^,^6^'.

PARAGON

Diameter 7 ft.. Weight 5
WHICH WILL
A stock propeller selected by guess for the special
conditions of your machine.

A true screw of uniform pitch in which only a por-
tion of the blade can have an effective gliding angle
in the path through which it moves.

Material showing common "flat" or "bastard"
grain which warps, checks and refuses a polish.

One kind can be had from several places; the

AMERICAN PROPELLER CO.

lbs.. Stands 200 lbs. Tlirust.
YOU CHOOSE?

A propeller correctly and ."cientiflcally designed for
the surface-weight ratio and speed and power of
your machine.

A blade of variable pitch to take account of the
elasticity of the air and the phenomenon of "slip" and
that is effective all over.

A bl.-ule showing none but edge or "quartered"
grain and both blades bein? exactly alike, even to the
lines in the wood— ;md a perfect polish.
other you can get only from us. Think it over !

616 G Street, Washington, D. C.

In answering advertisements please mention this magazine.

4ER0NAUTICS

July, iQio

EQUIP YOUR AEROPLANE

WITH

Aeroplane Fabrics

Aeroplane Tires

Bumpers

Tell us what you need, and let
us explain the superiorities of
GOODYEAR Materials.

THE GOODYEAR TIRE
& RUBBER COMPANY

Akron, Ohio

PROPELLERS

True Screw :: Spruce and Ash

In stock and can be shipped immediately

CAll Sparling-McClintock
Propellers are of laminated
spruce and ash. CWe get 200
pounds thrust from our 6 -foot
propeller at between 1100 and
1200 revolutions per minute.

Our 6 -foot Propeller, Mof\ c\f\

any pitch, wt., 7 lbs., vpOU.UU

Our 7 -foot Propeller, ymnn

any pitch, wt., 8^ lbs., 40.00

Our 8 -foot Propeller, C(\ f\(\

any pitch, wt., 11 lbs., 50.00

Sparling-McClintock Co.

GRAFTON, :: :: ILLINOIS

CHURCH

Aeroplane Co.

BROOKLYN, N. Y.

Working Models
Flying Models
Separate Parts

MODELS BUILT TO ORDER

From Workinji,- Drawings, Etc.

SUPPUES FOR MODEL BUILDERS:

Alumixuji, Kattav, Bajiboo,
White-Wooi), Etc.

Special Notice!

WE have received so many
inquiries for agenc}- prop-
ositions and orders are
coming in so fast, that our mail
has grown to such an extent, that
we find ourselves unable to keep
up Mitli our correspondence, but
will fill orders and answer all
letters as cpiickly as possible until
we have increased our facilities
still further.

Price List of Models and Parts

is now ready, but it will be
some little time before our

Supply Catalog for Full Size

Machines is ready for distribu-
tion as there are so many new
things to list. In asking for
catalog, please state which one
you want.

CHURCH AEROPLANE CO.

Main office and factory
BROOKLYN, N. Y.

Chicago office, 49 Wabash Ave, H. S. Renton, Manager.

In answering advertisements please mention this magazine.

AERONAUTICS

July, iQiO

R. I. V. RADIAL BALI BEARINGS

Used by Leading Aviators.

Light in weight — .

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Variety of types and sizes

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Sole Manufacturer
67 Main Street

San Francisco California

AERONAUTICAL CLASSICS

Published by

THE AERONAUTICAL SOCIETY OF GREAT BRITAIN

NOW READY

1. AERIAL NAVIGATION.

By Sir George Cayley, Bart., with Portrait
and Biographical Notice. First published 1809.

2. AERIAL LOCOMOTION.

By F. H. Wenham, with Portrait and Bio-
graphical Notice. First published 1 866.
^ Four more volumes in the present series will be issued during the
^^ course of the year, including the most important works of Walker,
Stringfellow, Pilcher. Fiancis Lana, Leonardo da Vinci, etc.

The originals of this valuable series are extremely rare, and practi-
cally unobtainable. All the illustrations are reproduced in facsimile.

Price 25c. each volume. Post Free 30c.

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L. G. DUQUET ^'^l^'^t^^-

I have just such a twin engine to win
Edwin Gould's $15,000 prize. Want capital
to exploit this patent.

J. A. M., care AERONAUTICS'.

Well known inventor building biplane which
will not conflict with other patents, needs
$3,000.

Perfectly safe, and simple control. Have
machine entered for several contests.

Best of references. No brokers.

BIPLANE, care AERONAUTICS.

In answering advertisements please mention this magazine.

iERONAUTICS

July, ipio

Wittemann Glider In Flight

C. and A.

WITTEMANN

lESlGNERS - CONSTRUCTORS - DEVELOPERS OF

Aeroplanes,

Gliding Machines, Models,

Separate Parts

PRACTICAL LESSONS IN GLIDING

Experiments Conducted Large grounds for testing

GLIDERS IN STOCK
works:

7 Ocean Terrace and Little Clove Road, Staten Island, New York

Telephone, 390-L West Brighton

WE MANUFACTURE THE
LIGHTEST WEIGHT AND
HIGHEST QUALITY EN-
GINES IN THE WORLD

All working parts of Krupp
and other German Steels of
highest tensile strength ob-
tainable.

THE EMERSON ENGINE CO.

Virginia

LAMINATED TRUE SCREW

PROPELLERS

In Stock For Immediate Shipment

/^UR6-ft. Propeller delivers 200 lbs.
^^ thrust at 1200 R. P. M. CDo
you want to oet the best results? If
so oet a "Brauner Propeller."

COur Propeller has proven more than
satisfactory to those using it ::: :::

6 -ft.

6i lbs. -

- $40.00

7-ft.

8* " -

- 50.00

8-ft.

11 " -

- 60.00

P. BRAUNER & CO.

335-339 EAST 102nd STREET

Phone, 2189 Lenox ::: NEW YORK

% I— lERE'S wfhat the other fellow says in
part referring to a big one — " It will
remain stationary in the air or travel at
the rate of 1 50 miles per hour and up-
ward under any kind of weather condi-
tions — it will go forward or backward,
^ ascend or descend, shift its direction under
J^ instantaneous control of the pilot. It has
J a natural balance, also automatic control,
J hand control, hand and automatic in com-
J bination, thus making capsizing impos- J

asn't exag- J
For further J

Box 795 +

PITTSBURG, PA. *

•p

Remember the combination— It's a Helicopter, Para- 4*
chute. Gyroscope, FLY-whee] ! •!•

J sible" etc. etc. etc.

He he

J gerated one bit either
* particulars apply to

t JOS. E

p. s.

BISSELL,

+
+

•1^ 4*

In answering advertisements please mention this magazine.

AERONAUTICS

July, ipio

Set i^eacij/ to J'ly

NE thousand satisfied clients testify that the service, the stock, the pains-
taking attention of the

AERONAUTIC SUPPLY COMPANY

is invaluable to builder, novice, owner or aviator.

C In response to a persistent demand we have inaugurated a new department.
We will build complete machines in our own shops to your specifications. Full
size or models with or without our special advisory service.

FA CTS

C The Aeronautic Supply Company, organized last year, is the first concern

of the kind in all America.

C, Our catalog is now running in the third edition. Bulletin number three

very complete and especially valuable, now off the press.

C If you are not already in correspondence with us, write now. We help.

Aeronautic Supply Co.

SHOP: 3923 Olive Street, St. Louis, Mo.

General Office:

302 N. 12th STREET

Long distance telephone connection

First in all America

How Competition Promotes
^^^^— Progress ■^■^—

FOR the third time America's first aviation trophy,
which commemorates Langley's aeroplane, has
been competed for and perhaps permanently won

by GLENN H. CURTISS

in his record-breaking flight down the Hudson Kiver,
on May "29th. On July 4th, 19()H, he flew a mile in
a straight line; last year he covered 25 miles over a
circular course; and now he has flown 741 miles from
Albany to Poughkeepsie without a stop at a speed
of over 50 miles an hour- — a long distance flight
already increased materially by Chas. K. Hamilton
in his I hour and 50 minute trip from Governor's
Isi.Axn to PHiLAOELPniA on June ISth.
C All this shows what progress has been made since
we offered the Scientific American Trophy. The
competitions this year which are to be cross-country
flights — will evidently be very keen; and aviators
intending to compete should make entry early.

ion in I. I'AKTICULAUS AND RULES AUnUKSS

The Scientific American f^^'o^l

In answering advertisements please mention this magazine.

lERONAUTICS My, 1910

BALDWIN'S
Vulcanized Proof Material

WINS

LAHM BALLOON CUP— 697 Miles

Forbes and Fleischman, Balloon "New York"

BEST DURATION INDIANAPOLIS BALLOON RACE—

35 Hrs., I 2 Mins. Forbes and Harmon, Balloon "New York"

U. S. BALLOON DURATION RECORD— 48 Hrs., 26 Mins.

Harmon and Post, Balloon "New York," St. Louis Centennial

U. S. BALLOON ALTITUDE RECORD— 24,200 Ft.

Harmon and Post, Balloon "New York," St. Louis Centennial

GORDON BENNETT AVIATION PRIZE
30-KILOM. AEROPLANE SPEED PRIZE
GRAND PRIZE OF BRESCIA FOR AEROPLANES
QUICK STARTING EVENT AT BRESCIA
2nd, 10-KILOM. AEROPLANE SPEED PRIZE
2nd, BRESCIA HEIGHT PRIZE— Glenn H. Curtiss

BALDWIN'S VULCANIZED PROOF MATERIAL

Used in the U. S. Gov. Dirigible and Spherical Balloons

WILL last from five to six times as long as a varnished balloon. The weight
is always the same, as it does not require further treatment. Heat and cold
have no effect on it, and ascensions can be made as well at zero weather as in
the summer time. The chemical action of oxygen has not the same detrimental
effect on it as it has on a varnished material. Silk double-walled VULCANIZED
PROOF MATERIAL has ten times the strength of varnished material. A man
:;an take care of his PROOF balloon, as it requires little or no care, and is NOT subject
to spontaneous combustion. Breaking strain 100 lbs. per inch width. Very elastic.
Any weight, width, or color. Will not crack. Waterproof. No talcum powder. No
revarnishing. The coming balloon material, and which through its superior qualities,
md being an absolute gas holder is bound to take the place of varnished material,
rhe man that wants to have the up-to-date balloon, must use VULCANIZED PROOF
MATERIAL. Specified by the U. S. SIGNAL CORPS.

AEROPLANE MATERIAL A SPECIALTY
Prices and samples on application

Captain Thomas S. Baldwin

Box 78, Madison Square
NEW YORK

In answering advertisements please mention this magazine.

AERONAUTICS

AERONAUTICAL SUPPLIES

AT MONEY SAVING PRICES

Elbridge Special Feather-weight, 2 -Cycle Aero Motors

(water cooled) :

3 Cylinder. 30-45 H. P.. 1 38 I -2 lbs. . $730.00

4 Cylinder. 40-60 H. P.. 1 78 lbs. . . . 1050.00

Cylinders 4 5-8x4 1-2, copper jackets,
aluminum bases, hollow crank shaft.
4 Cylinder, 20-24 H. P., I 50 lbs. (air cooled) 610.00
Cylinders 3 1-2x3 1-2, flange. I 5-8 in.
deep.
20 X 2 Aeroplane Wheels with tires built with steel

rims and special hub, very strong, price, . 9.50 \\

E. J. W. Aeroplane Hubs turned from solid bar of

steel, drilled 36 holes, well-nickeled. . . . 4.00
E. J. W. Aeroplane Hub Brakes, enables aviator to
stop his plane before or after edighting on ground,
length 8 ins., outside cones 5 3-4 int., bored

36 holes 10.50

Requa-Gibson Propellors, laminated wood, perfect
screw :

6 ft., 6 I -2 lbs 50.00

7 ft., 9 lbs 60.00

8 ft.. 12 lbs , 70.00

The 6 ft. propeller gives 200 lbs. thrust at
1200 R. P.M.
Model Propellors, laminated wood, 10 in. to 15 in.

perfect screw 5.00

Galvanized Steel Cable for " Guying" :

I -32 in., 200 breaking strength, price per ft. .03

1-16 in.. 500 breaking strength, price per ft. .03*2
3-32 in.. 800 breaking strength, price per ft. .04

1-8 in.. 2300 breaking strength, price per ft. .06

Rubber Bands for models, 15 ft. lengths. I -8 in.

square, each 1 .00

Complete catalogue of supplies,
motors, gliders, and light metal
castings mailed free, upon request

E. J. WILLIS CO., Dept. *

8 Park Place

NEW YORK

July, ipio

▼"t" ▼ "f • V 'F V 'I* H' 'I' V V 'I' *' '1' 'I' •!' 'F 'I* 'F *r V "F "V *I* 'I" *•" 'I* 'X' 4>

I NAIAD I
Aeronautical Cloth

*
*

*
*
*
*
+
*

*
+
+
*
*

Manufactured Especially for Aeroplanes

Light, Strong
Air -Tight and
Moisture Proof

Samples, Data and Prices on Request

The C. E. Conover Co. |

101 Franklin St., New York

+
+

All diameters and
gauges carried in stock

Also Nickel Steel Tubing
for Propeller Shafts

NEW YORK
130-132 Worth Street

STEEI. TUBING

PETER A. FRASSE & COMPANY

PHILADELPHIA
408 Commerce Street

Importers of Piano
Wire, specially up-set
for use in Aeroplanes

BUFFALO
50-52 Exchange Street

MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size — Any speed
Reliable, conclusive and confidential
reports.

JOSEPH TRACY

Consulting Engineer
116 West 39th St. :: New York

G. L. BUMBAUGH

1029 N. Illinois St. :: :: Indianapolis, Ind.

Designer, Contractor, Operator
Constructor

AIRSHIPS AND Balloons

Builder of the Balloon "Chicago"" the
largest in the world; the " Indiana,"
which holds the endurance record of
the U. S.

For Sale — Four new spherical balloons,
four new dirigible balloons, just finished.
Will sell at reasonable prices.

In answering advertisements please mention this magazine.

lERONAUTICS

July, igio

AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR

of America

Representing
the

Rubber

Fabrics

for

Balloons,

Aeroplanes

and

Airships

CONTINENTAL RUBBER COMPANY

of HANOVER, GERMANY

MAKERS OF THE FINEST AND STRONGEST BALLOON AND AEROPLANE MATERIAL IN THE WORLD

Passenger

Aeroplanes

and

Flying

Models

W. Morrell Sage

Engineer

Models Developed

One to Fifty Passengers

Contractor to the United States Government

AND

Ninety-five per cent, of the Clubs in this country

Also Representing the Santos Dumont Aeroplane

American Representative

Carton & Lachambre

Balloon and Airship Builders
of Paris, France

The Wilcox Propeller

Address : Box 181

Madison Square

N. Y.

In answering advertisements please mention this magazine.

AERONAUTICS J^b, ^o

BURGESS CO. & CURTIS

MARBLEHEAD, MASS.
means

J We Name

*
*
*

*
*

I Good Workmanship

* .^

i OUR c^EROPLANES

•i*

I stand on skids, run on skids,

*
*

I get into the air on skids,

I alight on skids, and are

I ...SAFE...

t on skids

•I*

CThey are made by crafts-
I men, trained to careful w^ork

for many years on racing boats
I Our men knovv why and how

4- 4.4.4.4.4i4.4.4»|M3.4.^4.4i4.4i4.4.4.4i4.4.4..i.4.^^4>4>>><{>4.4>4<4>4'4''i-^*!*4'^4'<f<4>4><t^i|<4>4<4<

*
*

Jh answering advertisements please mention this magazine.

Ask the Man Who SAW One

IIRONAUTICS

July, TQI:

♦ ♦♦<>'«><

PROPELLERS

IN STOCK FOR IMMEDIATE SHIPMENT

QUR true pitch, laminated ash and mahogany
^^ propellers combine all the most valued and
proven features of foreign and home practice.

THEY are built in large quantities on the inter-
■ changeable plan.

%ilf E specialize. You get the benefit of our ex-
"'■ perience.

WOU know the value of buying a stock article, one
' which is past the experimental stage.

WRITE FOR CATALOG.

TERRITORY OPEN FOR AGENTS.

6 ft. dia. for 20-30 H. P. $50.00 at our Works

(Thrust 200 lbs. Oj) 1,200 R. P. M .)

7 ft. dia. for 25-40 H. P. $60.00 at our Works

(Thrust 250 lbs. @ 1,200 R. P. M.)

8 ft. dia. for 30-60 H. P. $70.00 at our Works

(Thrust 300 lbs. r« 1,200 R. P. M.)

Larger
sizes

to
order

BULLETIN Our latest design "SPECIAL" 7-foot propeller
^^~~' tested at the Curtiss Factory, Hammondsport,
N. Y., fitted to an "ELBRIDGE" engine, gave a thrust of 337 lbs.
with great economy of gasoline.
This means increased aeroplane speed and range of action

Small propellers for Models 10-16" dia., $5.00

Mail or telegraph lO'O of amount and we will

ship C.O.D. for balance, plus cratage.

When ordering state the direction of rotation of
propeller when you stand facing the breeze made by
the propeller, clockwise or anticlockwise?

If uncertain as to the size you require, state the
horsepower of your engine and its speed.

The Requa-Gibson Co.

225 West 49th Street,

Phone 7200 Col.

- New York, N. Y.

50th Street Subway Sta.

Ih answering advertisements please menlinn this magazine.

AERONAUTICS

•!•
4*

* ''THE MAGNAL

July, IQK

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Call Aviation Engine

I U M

ENGINE

Aviators, Attention!

A Timely Word
About Motjors

What you want is A Real Aeronautic Motor, light and yet strong, simple,
and above all reliable. A motor, moreover, that the average mechanic
can understand and operate.

What you do not want is a combination motor cycle, or modified auto-
mobile, engine. Lightness in these is secured only by the sacrifice of strength
and efficiency; yet either type is unduly heavy. We have tried both and we know.
Before you invest, it will be worth your while to write us, and
hear what we have to say.

At an expense of several years experimenting, and
many thousands of dollars outlay, we have at last per-
fected a high grade, water cooled, four cycle, gasoline
engine for aeronautic work.
By special method of
construction, upon which
we are securing patents,
these motors are much
stronger than the ordinary
makes, and

at the same
time very
much lighter.
The 45
horsepower
engine
weighs 3
pounds per
horsepower,

and the 90
horsepower
only 2 i
pounds per
horsepower:
-about one-
half the
weight per
horsepower
of any other ade-
quately water
cooled engine. The
weight as also the
quality of each engine is
guaranteed.
These motors are not of freakish
construction, either in the number
of cylinders, or in any other respect.
They are of the regular opposed type, similar to the famous
Darracq aeronautic engine with which Santos Dumont's
machines are equipped, conceded by gas engineers to be the
smoothest running, and nearest vibrationless type.

A scarcely less important feature is the fact that our motors are silenced (not
muffled), which feature is secured without loss of power. They are in fact, the
only silent motors yet devised for aeronautic work. The importance of this
feature can not be overestimated; and in connection with their strength, lightness,
and reliability, places these motors in a class by themselves.

MODEL El: Two Cylinder, 45 Horsepower; Weight, 135 pounds. Price, $700.
MODEL E-2: Four Cylinder, 90-Horsepower; Weight, 225 pounds. Price, $1,200.

EXTRA— Bosch Magnetic Ignition: Model E-1, $50; Model E-2, $100.
TERMS: 40 per cent, cash, with order. Balance Sight Draft against Bill of Lading.

Write to US and let us send you Illustrations and description of these Wonderful Motors.

P. S.— Send for particulars and price of our REVERSIBLE AERIAL PROPELLER. Something
entirely new and absolutely indispensable.

I THE AERIAL NAVIGATION COMPANY OF AMERICA, Girard, Kansas |
*

V'!''!'

In answering advertisements please mention this magazine.

ERONAUTICS

July, igio

AEROPLANE ENGINES

ADAPTABLE ALSO FOR USE IN THE DRIVING OF

Dirigible Balloons and High Speed Motor Boats

•i*

4'
4>
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4*

^THE DELIGHTS of Cross-
^i. Country Planing are fully expe-
rienced when the Aeroplane is fitted
with one of OUR ENGINES, as the
aviator is relieved of any or all apjjre-
hension as regards this y)ower ])lant.

TYPE B.3

(jOH.P.,EiMht
Cylinders,
mounted "V"
shape with a
90° relation to
each other.
Weight, '21H
lbs. comj)lcte.

TYPE B-4

SO H.r., Four
Cylinders,
mounted ver-
t i c a 11 y on a
common crank
case.

Weifiht, ISO
lbs. i-ompletc.

COur motors express the ultimate achievement in engine construction,
fulfilling a degree of perfection which leaves nothing to be added or
desired in the way of improvement, and the construction is so thorough
and sincere throughout that the reliability, which aviators demand, is
guaranteed as far as is humanly i)ossible. :: :: :: ::

Favored exclusively by the experimenter in the science
of flight, as it insures to him the maximum of safety

American Builders of the STANDARD VOISIN TYPE AEROPLANE

"THE ARISTOCRAT OF FLYING MACHINES "
The only type machine not infringing the Wrights' Patents

Easton Cordage Company, easton, pa. +

Catalogue C will be sent upon request :: :: .*•• ♦

**4^4'4'4'4>4'4'4>4'4'4«4'4^4'4'4'4'4'4'4'4'4'4'4«4'4'4'4'4'4'4'4'4'4'4"l'4"4'4'4"4"4'4«+4'4'4'4«4'4'4'++4"fr<'*

In answering advertisements please mention this magazine.

AERONAUTICS

July, igic

M O B I L O I L

USED BY

GLENN H. CURTISS

on his record aeroplane flight from Albany to New York

Kxoiel Hoicv

Vacuim Oil Company,
29 Broadway,

Hew York City.

Dear Sirs:

I am pleased to report the success we
have met with in the use of "Mobiloil" in
luhricating the engines in our aeroplanes,
and to say that it maintained its reputa-
tion in ray Albany-lew York flight.
M Very truly yours,

Jw-.- .. 1910. ^^^^^^^^^J^Z^^^^

FOR SALE BY DEALERS EVERYWHERE.
MANUFACTURED BY

VACUUM OIL COMPANY

ROCHESTER, U. S. A.
In answering advertisements please mention this magazine.

Vol. VII

AUGUST, 1910

No. 2

THE AMERICAN MAGAZINE
OF AERIAL LOCOMOTION

acts About "Elbridge'' Engines

More actual power for weight than any other engines in the world !
Only engines with unlimited guarantee based on actual performance !

<3S bulk for the
) ^er than any other
i ines in the world !

Ei^er parts (Work-
^or otherwise) than
1 other engine in
.< world !

laranteed speed
^e 200 r. p. m. to
!0 r. p. m.

Extra large bearings,
—more than 15 in. in
4 cylinder engines.

A refinement of detail
only possible in a light
weight engine that
has actually been on
the market more than
four •<="^rs.

ELBRIDGE "FEATHERWEIG.

Elbridge rating, 40 h. p. A. L. A. M. rating 60 h. p. Weight 167 lbs.

Also made in 2 cyl. 20 h. p. ; 3 cyl. 30 h. p.; 6 cyl. 60 h. p.

Air-cooled engines, 1 to 4 cyl. 5-20 h. p. at 1 ,000.

Particulars and prices on request __

:l BRIDGE ENGINE COM PA NY

)Culver Road :: :: :: :: :: :: Rochester, N. Y.

AERONAUTICS August, igio

t *

± *

WE MAKE YOU FLY

*
*

J *'That engine will fly any properly built plane '*

|| — Capt. Thomas Baldwin

% ''I made a 25 mile flight (at Mineola) yesterday (July 12), the
"f engine not missing once " — George Russell

■i*

I The HF Flying Power Plant

$ Four cylinder, vertical, four cycle, water cooled engine, 30 H. P. and

I 50 H. P. ; 100 H. P., 6 cylinder

* 1. Engine.

* 2. Oiling System, force feed.

J 3. Oil Tank, aluminum, integral with crank case.

t 4. Carbureter (aluminum), aviation type.

t 5. Water, circulating pump.

J 6. Radiator, special HF aviation type.

% 7. Magneto, Bosch type or Eiseman Automatic advance.

+ 8. Copper Gasolene Tank.

* 9. Propeller, laminated mahogany.
% 10. Steel hub and thrust bearing.

* 11, All necessary wiring; piping for gasolene, w^ater and oil.

|; COMPLETE TOOL KIT — Water plug, wrench, socket wrench for plugs,

J screw driver, wrenches for all nuts used, monkey wrench, pipe wrench.

I Price, 30 H. P. Power Plant, $1250.00

I 50 " " " 1675.00

|| The customer has no further expense except gasolene and oil

I HARRIMAN MOTOR WORKS, INC. |

I SOUTH GLASTONBURY, CONN. |

* +

Jn answering advertisements please mention this magazine.

AERONAUTICS August, row

Set ^eacii/ to S^ii/

/^NE thousand satisfied clients testify that the service, the stock, the pains-
^-^ taking attention of the

AERONAUTIC SUPPLY COMPANY

is invaluable to builder, novice, owner or aviator.

=^ FACTS =

C, The Aeronautic Supply Company, organized last year, is the first concern

of the kind in all America.

C Our catalog is now running in the third edition. Bulletin numbi'r three

very complete and especially valuable, now off the press.

C If you are not already in correspondence with us, write now. We help.

Aeronautic Supply Co.

General Office:

302 N. 12th STREET

SHOP: 3923 Olive Street, St. Louis, Mo. Long distance telephone connection

First in all America

== Glenn Curliss Flies from Albany =^=

In a Bi-plane Equipped with tO NeW YOrll City
PALMER AEROPLANE TIRES

Hammondspott, N. Y., June 4, 1010
THE B. F. GOODRICH COMPANY
Akron, Ohio
Gentlemen: — I have your letter of June 1st and thank you for your complimentary
expressions.

The Palmer Tires, with which I equip all of my aeroplanes give the best of satis-
faction for the purpose. The light weight does not greatly impede the lifting power!
of the machine and the great resiliency enables me to land without shock on the
hardest groundt and to pick up speed quickly in starting'^. I am glad to credit a part
of the success of my aeroplane to the Palmer tire.

Yours very truly, (Signed) G. H. Curtiss.

* "Curtiss-jerked a lever. The machine ghileii I" "Cahn and cool, as unruffled as if stepping
along the ground for perhaps fifty yards, and out of a street car. Curtiss, as he landed, called
then rose steadily, gracefully in tlie air. ' — The out. 'where's that oil and gasoline? —The Out-
Outlook, June 25. look, June 25.

t "There was a sudden whir of the engine, a
dash, across the field, and then like a huge bird
Curtiss. in his aeroplane, rose gracefully in the
air. circling about so as to come within the limits
of Albany.''— r/ie Outlook, June 25.

The Palmer Aeroplane Tire

Manufactured by

The B. F. Goodrich Company - - - - Akron, Ohio

In answering advertisements please mention this magazine.

AERONAUTICS

August, igio

PROPELLERS

IN STOCK FOR IMMEDIATE SHIPMENT

QUR true pitch, laminated ash and mahogany
^^ propellers combine all the most valued and
proven features of foreign and home practice.

THEY are built in large quantities on the inter
' changeable plan.

1A#E specialize. You get the benefit of our ex-
•■ perience.

WO^ know the value of buying a stock article, one
' which is past the experimental stage.

WRITE FOR CATALOG.

TERRITORY OPEN FOR AGENTS.

6 ft. dia. for 20-30 H. P. $50.00 at our Works

(Thrust 200 lbs. (^\ 1,200 R. P. M .)

7 ft. dia. for 25-40 H. P. $60.00 at our Works

(Thrust 250 lbs. Od, 1,200 R. P. M.)

8 ft. dia. for 30-60 H. P. $70.00 at our Works

(Thrust 300 lbs. (" 1,200 R. P. M.)

Larger
sizes

to
order

TESTIMONIAL

New York, July 9th, 1910.
THb: REQUA-GIBSOM COMPANY, No. 225 West 49tli St., New York.

Genilemen: — It gives me pleasure to be able to tell you that your propeller lias given
me entire satisfaction. I think the silk reinforcement on the tips is a great improvement,
as I have had broken wires, etc., get caught in the propeller without doing serious damage
to same.

Whenever I can say a word for the REQUA-GIBSON propeller you may rest assured
that 1 will do so. Very truly yours,

(Signed), THOMAS S. BALDWIN.

Small propellers for Models 10-16" dia., $5.00

Mail or telegraph 10'<, of amount and we will

ship C.O.D. for balance, plus cratage.

When ordering state the direction of rotation of
propeller when you stand facing the breeze made by
the propeller, clockwise or anticlockwise?

If uncertain as to the size you require, state the
horsepower of your engine and its speed.

The Requa-Gibson Co.

225 West 49th Street,

Phone 7200 Col.

- New York, N. Y.

50th Street Subway Sta.

In answering advertisements please mention this magazine.

ERONAUTICS

AERONAUTICAL SUPPLIES

AT MONEY SAVING PRICES

Elbridge Special Feather-weight, 2-Cycle Aero Motors

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4 Cylinder. 20-24 H. P., I 50 lbs. (air cooled) 610 00
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20 X 2 Aeroplane Wheels with tires built with steel

rims and special hub, very strong, price, . . 9.50

E. J. W. Aeroplane Hubs turned from solid bar of

steel, drilled 36 holes, well-nickeled, . . . 4.00

E. J. W. Aeroplane Hub Brakes, enables aviator to
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length 8 ins., outside cones 5 3-4 ins., bored
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Requa-Gibson Propellers, laminated wood, perfect
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6 ft., 6 1-2 lbs 50 00

7 ft., 9 lbs 60^00

8 ft., 12 lbs . 70.00

The 6 ft. propeller gives 200 lbs. thrust at
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Model Propellers, laminated wood, 10 in. to 15 in.

perfect screw, 5.00

Galvanized Steel Cable for " Guying"

1-32 in., 200 breaking strength, price per ft. .03

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3-32 in., 800 breaking strength, price per ft. .04

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Complete catalogue of supplies,
motors, gliders, and light metal
castings mailed free, upon request

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67 Reade St. and 85 Chambers St., New York

August, TQio

I NAIAD I
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diameters and
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i\ MOTORS TESTED

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AERONAUTICS

cAeronautics

A IR currents and the effect of moving
L.\ bodies in the air have been a source
of baffling mystery to even some of
le most scientific minds, and how true this
, may be determined by a few interesting
x'periments, easily made by anyone without
Kpense.

Most everyone has seen the so-called ball
ozzle in which a stream of water moving

ith considerable force is caused to form a
dIIow cone by means of a loosely mounted
- free ball directly in the path of the water.

matter what force the stream of water has
cannot dislodge the ball. This is purely

1 air current phenomenon and may be con-
dered a physical paradox.

i;: »»»» i »;»»»;t»»»»»»»»»»»t»»»:in i i ii t

::: Paradoxcs of The

ii: Air " By C. W. Howell, Jr.

** ■«■■»■■»-»- •• Director, The AcriinauticalSociefu

m»»»»»»n»»n»»»»n»»»n»:»» mtmm:i

If we take an ordinary lightweight visiting
card and stick a pin through the exact center
of it (which may be determined by drawing
lines diagonally from each corner) as shown
in Fig. I and then place the pointed end of
the pin into the hole of a thread spool, allow-
ing the card to rest upon the head of the
soool, and then blow throueh the other end.

The miniature whirlwinds one often sees
the street and roads are true air cones
cause they develop force enough at their
ex sufficient to pick up dust, small sticks,
while at their frustrum for a considerable
ace about their axes there is little or no
roe except that caused by atmospheric pres-
ire supplying the losses caused by friction of
|j inner wall of the air cones.

it will be found impossible to blow the card
away from the spool, in fact, the harder one
blows the more impossible it is to dislodge the
card. Even though one blows and then points
the whole apparatus toward the ground, allow-
ing gravity to assist, the card cannot be dis-
lodged.

If now we take a card about 2^4 in. square
(Fig. 2) and find the center by means of the

AERONAUTICS

August, igio

diagonal lines and then strike a circle about
the center, having a diameter twice that of
the hole in the spool and then cut along the
diagonal lines from the circle to the corners
and then bend the four corners BBBB upward
at the dotted lines CCCC a pin-wheel or air
vane will be formed which, when inserted in
the spool in the same manner as the previous
card experiment, will rotate with great rapidity
as long as one blows through the hole in the
spool. Care must be taken to only bend the
corners BBBB upward and the pin must be
inserted as shown in Fig. 3. If the corners
DDDD are bent downwardly or if the pin is
inserted any other way the experiment fails
owing to there being an air space between the
card and the spool.

Another interesting but not so easily per-
formed experiment is to place a lightweight
visiting card lengthwise on the under side of
one's fingers when extended and held closely
together, holding it against the fingers lightly
with the other hand. Now blow on the back
of the fingers between the second and third
and midway between the joint and knuckle —
the other hand may then be removed and the
card will adhere to the fingers as long as you

4* 4*

I A New Control I
♦ *

THE method of aeroplane control illus-
trated has been designed by James S.
Stephens, 7321 Bond Ave., Chicago.
The upper plane or deck of a biplane is
made to project at each end beyond the lower.
This in itself is claimed to add to the sta-
bility of the machine "by presenting a mare
efficient lifting surface to the air on the side
tending to dip, and at the same time com-
pensating for the deficient lifting power of the
upper plane due to the resistance and disturb-
ance of the air currents by the lower plane."

blow. It takes a little practice to accomplish
this, but it is worth the trouble.

The most interesting of all is the experiment
performed with a funnel and candle. If a
lighted candle is held so that the flame is posi-
tioned at about the center of the large end of
the funnel as shown in Fig. 4, not only is it
impossible to put the flame out when one blows
through the small end of the funnel, but the
flame will be dran'ii info the fuuiiel toward
the mouth, and no heat efifect will be felt at all.

Now hold the candle and flame in the rela-
tive position shown in Fig. 5 and the flame
can be readily extinguished by blowing through
the small end of the funnel.

To my mind this experiment clearly illus-
trates the theory of vortex rings or more
truly vortex currents or better yet cone cur-
rents, and I firmly believe that exploration
in this field will bring forth new ideas and
new principles will be discovered that will lead
to the perfection of air devices in general and
the propeller in particular, because I do not
think that the real efifect of moving structures
in or through the air is understood in spite
of the fact that flying machines are no longer
a novelty, and I hope that a general discus-
sion will arise through the presentation of the
experiments outlined here.

of this arm up or down will rotate the shafts,
A, tilting one of the circular planes and the
other down, giving a lifting effect on one side
and depression on the other, the rocking of the
arm G being a natural movement in oppo-
sition to the tilt of the machine.

In the adjustment of angles of these in-
clined shafts, they may be made to incline

//////// / y

An inclined shaft A is journaled in ball
bearings on the ends of each plane; midway
between the planes on this shaft a circular
plane B is attached and supported in a nor-
mally horizontal position by suitable wire guys.
An arm, C, projecting at a right angle from
the lower end of each shaft, has a flexible
wire connection, D, from one to the other
on one side, while the connection on the other
side, E, passes up through pulleys, F, to a
rocking arm, G. Any movements of the ends

rearward or forward to such an extent as t(
present dihedral angles to the main plane;
when turned on their axes, thus giving a more
positive lifting effect opposed to end tilting,
downwardly.

These planes are of circular form and ii
section as shown at I^ this form and_ sectioi
presenting a sharp edge to the air as it meet:
and leaves the surface and at the same tim<
providing a concave surface on either side, thu;
greatly adding to their efficiency.

AERONAUTICS

August, TQio

I Can a Man Fly
I With Wings?

By- H. La V. Twining

[Continued front the July Xunthrr]

»»n»»»»»»»» i » i »»»»»»m»»»» m»im8

Some experiments performed by myself in
1895 have a bearing upon this. If a silk
cloth be hung up and a turkey wing be spread
open, it can be vibrated in various positions
in front of the cloth, and the action of the
wing on the air can be easily demonstrated.

If this be done the following results are
obtained : When the front edge of the ex-
tended wing is presented to the cloth, and the
wing is vibrated in imitation of the flapping
wing, the cloth is sucked in all along the front
of the wing. This shows that the air is
moving bodily from the front toward the
wing. If the rear edge of the wing be pre-
sented, the air is sucked in along the rear edge.
If the top of the wing be presented, and be
vibrated to and fro toward it and away from
it, the cloth is again sucked toward the wing.
In fact, it clings to the wing as though it were
glued there. If the bottom of the wing be pre-
sented the same thing takes place. This shows
that when the wing is struck toward the cloth,
the cloth is not driven away, but, on the
contrary, it rushes to meet it.

If now the rear tip of the wing be pre-
sented, the cloth will be blown violently to
the rear, downward and rearward. This sim-
ple experiment reveals at once how the wing
is acting on the air.

As the wing beats, the air rushes in toward
it from all directions except one, and here it
is blown violently away. From this we are
entitled to draw certain conclusions. The
wing in beating creates an area of low pres-
sure, and the air rushes in from all points
toward this area, except the point where it
is blown away. Now the more air the wing
displaces the stronger the air rushes in.

When we remember that the air produces
a pressure of 15 lbs. to the square inch, we
can see the enormous possibilities here.
Pressure on the wing is produced then in
proportion to the displacement of the air.
If the air were all displaced, then the incommg
air would press against the wing with a force
of 15 times 144 or 2,160 lbs. per sq. ft. This
pressure, of course, can not be realized in
practice, but the possibility for enormous reac-
tions lie here. The pressure of the incoming
air is all utilized in giving lift on the under
side of the wing. When the wing strikes
down it meets air coming toward it. When it
strikes up, the upper surface meets the same
condition. Here is the rock upon which all
ornithopters built up to the present time have
split. The up stroke throws them to the

ground with as much force as the down stroke
throws them up.

Evidently this is not the case with the flying
birds, because they fly, and if their up stroke
threw them down, this could not happen.

What then is the peculiar structure of the
bird machine that prevents this? Aluch specu-
lation has been indulged in as to the feathers
opening on the up stroke to let the air through.

Just a little intelligent observation of an ex-
tended wing will show how utterly fallacious
this assumption is. The feathers overlap so
that they shingle on top from the part near
the body to the tip. On the under side they
shingle the other way. In either case, as the
air strikes the surface, the feathers bind to-
gether and present a solid surface to the air.
The direction in which they shingle cannot
make any difference in this respect. If we
take up the wing and blow violently on top
of it, holding the hand on the other side, no
air will be felt coming through. If we blow
against the under side the same result is ob-
tained. Some have argued that the bird turns
the feathers edgewise by means of muscles
in the wing, but I have dissected many wings,
and have looked in vain for any such muscles.
If we get hold of the tendons of the muscles
and pull them, we can see what they will
do. There are no muscles singly or in sets
that perform any such function that I can dis-
cover.

Furthermore, if one observes large birds,
such as the pelicans, turkey buzzards, sea gulls,
etc., as they go overhead, one would be able
to see the blue sky through them if they
turned on edge.

In soaring, the turkey buzzard spreads out
its feathers at the tip of the wing more or
less like the spreading out of the fingers,
but this is a disadvantage, rather than an ad-
vantage as it lets air through from below.

Then again, birds in flying throw the wing
open strongly on striking down with it, and
fold the outer joint considerably upon the
up stroke. This accomplishes just the opposite
result from what those who advance the above
theory are looking for. It closes the feathers
together in a tighter mass than on the down
stroke. It, of course, presents less surface
to the air on the up stroke, but it serves a
very important purpose as we shall soon see.

The reason why the up stroke of the wing
does not throw the bird down lies in the
peculiar structure of the machine as a whole.

The fact that the front edge of the wing
is attached to the shoulder, forward and above
the center of gravity is a fundamental princi-
ple in bird flight. Under these conditions the
up stroke develops a pressure on the upper
surface of the wing, which rotates the whole
machine around the front edge of the wing as
an axis or fulcrum, and thrusts the bird for-
ward, in the plane of the wing. If the wing
is pitched upward, then the resultant rnotion
is forward and upward. If the wing is pitched
downward, then it will be thrust forward and
downward. Whether the wing be pitched up-
ward or downward depends on the will of the

AkkONAuTicS

August, 19 10

bird. By raising its abdomen or lowering it,
it can go up or down as it chooses. When it
wishes to fly down, it contracts a set of mus-
cles that raises the abdomen relative to the
plane of the wings. This raising of the cen-
ter of gravity also brings it farther to the
front, and as a consequence, the bird pitches
forward. If it desires to go upward, it lowers
the rear of the body, thus depressing the cen-
ter of gravity and drawing it backward. This
displacement of the center of gravity with
Inference to the center of pressure controls
the fore and aft stability of the bird. The
fact that this center of gravity is below and
to the rear of the front edge of the wing is of
vital importance in the maintaining of fore
and aft stability. The tail is also used in
maintaining fore and aft stability.

The center of gravity acting downward ver-
tically is pitted against the center of pressure
on the wings acting upward. The center of
gravity acts over a lever arm with the front
edge of the wing as a fulcrum, the feathers
being the lever arm over which the center
of pressure acts. These two lever arms are
practically equal, and the weight and center
of pressure take no mechanical advantage of
each other.

Because of this the body of the bird ro-
tates downward when the wing is struck up.
and upward when the wing is struck down,
thus alternately rotating upward and down-
ward, around the front edge of the wing,
wedging itself through the air, always moving
along the line of least resistance, which is in
the plane of the wing, forward. This can be
easily seen in large birds like the pelican and
the sea gull. As the pelican rises from the
wafer, if one says up, up, etc., as the wing goes
up, at the same time watching the abdomen,
one can see plainly that the abdomen goes
down. If on the other hand one says down,
down, etc., as the wing beats down, one can
easily see that the abdomen rises. Further-
more, by watching the head, one can see that
it goes down while the abdomen goes up and
vice versa.

This can be seen in the pigeon as it is about
to alight. When the sea gull is coming direct-
ly toward one, the motion of the head, as it
bobs up and down, can be easily seen. E. J.
Marey demonstrated the same thing with his
tambours, but he misinterpreted the curves
which he obtained. He interpreted his curve
to mean that the bird was driven backward
on the up stroke. Such a result would be
impossible. A careful perusal of his book,
and an inspection of his curve will show that
instead of being driven backward, what hap-
pened was this : the abdomen was rotated
downward, on the up stroke, thus giving the
tambour between the shoulders of the bird
a backward movement. This registered a
backward movement but it was not a backward
movement of the bird, but a backward move-
ment of the tambour, which was located above
and on a line with the front edge of the wing.

The inertia of the weight caused it to press
on the drum of the tambour, thus recording

a curve on the kymograph, which he inter-
preted erroneously.

The up stroke of the wing thus becomes
exceedingly effective, and it results largely in
driving the bird forward, while the down
stroke develops the lift principally. We can
now account for the weakness of the elevator
muscle. When the up stroke is made the
bird rotates downward, presenting the under
surface of the wing at a greater angle of
incidence. The inrushing air striking the un-
der side of the wing reacts upon it and the
big pectoral muscle has to take up the strain.

Thus the elevator merely thrusts the mass
of the bird forward, while the pectoral muscle
has to assume the bulk of the work that results
from that thrust. The folding of the wing
on the up stroke also helps to produce this
rotation by giving the feathers at the tip
greater leverage.

Inertia plays a most important part, not
only in the flight of birds but also in the
flight of aeroplanes of all kinds. When a
stone is thrown through the air, it does not
rest on the air, it pursues a path which is the
resultant of two forces acting on it.
One of these is gravity pulling it downward,
and the other is the momentum of the stone
itself, which tends to keep it in a straight line.
The resultant curve is a parabola. The saiue
thing happens to any projectile whether it be
an aeroplane, a bird or a stone. So by virtue
of its motion, the bird only needs to strike the
air often enough to keep up its motion or to
lift it back through the distance fallen through
in the interval of time between strokes.

Furthermore, inertia, whatever its nature,
acts like a resistance. If a body be moving
in a straight line it resists any tendency that
tries to deflect it from a straight line. It takes
an appreciable amount of time to overcome
that resistance. Hence, if the moving mass be
constantly kept in a straight line by reactions
against the air, its inertia prevents it from
developing the result of the pull of gravity, and
b.ence it had practically lost its weight. Con-
sequently the reactions necessary in keeping it
in a straight line are those necessary to handle
its mass only and not its weight.

Finally a man-carrying machine can be built
weighing not more than 80 lbs., which with the
weight of the aviator, 140 lbs., makes in all
220 ll)s. The question is, has man power
enough to get 220 lbs. into the air and main-
tain it there? At first sight the answer to this
question seems obvious enough, and the answer
is, no.

But if we consider that a soldier can put
75 or 80 lbs. on his back and march all day
with it, we see that a man has power enough
to handle his weight and the weight of a ma-
chine as well.

Again a man weighing 200 to 220 lbs. can
handle his weight, altheugh possessing no more
Dower that a lighter and more sinewy man.
In order to accomplish this a man must bring
his whole muscular system into play, in oper-
ating the wings ; and this must be done also
to the best mechanical advantage possible.

lERONAUTICS

This has been done in the ornithopter men-
oned above. Hand and foot levers have a
lechanical advantage of 4 to i in their attach-
lent to the front edge of the wing. The
perator stands on the foot levers and grasps
le hand levers. These i\NO sets of levers at-
,ch to the front edge of the wing on opposing
des of the main bearing of the wing upon
le frame, so that the weight of the operator
thus thrown alternately upon the levers
the up and down stroke, the weight being in
ict constantly supported by the opposing pulls
: the hands and feet, around the bearing
[ the wing upon the frame. The weight to
lifted is 220 lbs. This is then to be lifted
/ striking the air with the wings in an up
id down stroke, so that only a iio-lb. reac-
on needs to be developed under each wing in
-der to lift the machine as a dead lift. The
^plication of a 30-lb. pull between the hands
id feet brings a 120-lb. pull to bear on the
ing in order to depress it. This is 10 lbs.
ore than necessary in order to balance a
o-lb. reaction under the wing necessary to
ft the machine. Under these circumstances
cperience has shown that the wing can be
■iven fast enough to develop this reaction.
1 fact the wings on the above machine will
Dt have to make more than 60 half beats per
inute in order to develop this reaction. With
le wings made a trifle larger, tlie speed can be
;ry materially reduced. Experiment has al-
>ady demonstrated that the pressures can be
anually developed and that with a 30-lb. pull
1 each side or 60 lbs. in all.

* ! ■ » j i jy ■ ] ■ ■ ! ■ > | < > 2 < ■ j < ■ ] » ■ ! ■ t | * ■ ! ■ » ! • t ja »|» a | » ^ « » | t > ! ■ > ! • * ^ « »^< (^« a t^ ^ * 2 * * I * * ^ *

: The World's Record |

: cylltitude Flight |

*
*

August, igio

It must be recognized that this pull is the
maximum pull necessary to get the machine off
the ground. After getting on the wing no
such pull will have to be maintained. The
only remaining thing to be determined is as to
whether the wing is a very efficient trans-
former of motion or a very inefficient one. If
it be very inefficient then man cannot hope to
fly by manual power, but if it be a very efficient
one then in my judgment men will fly by the
exercise of their muscles as a bird does.

The wing when operated displaces the air
as before shown, and in so doing creates air
currents toward it, and these air currents pro-
duce a pressure upon the wing in proportion
to the mass of the air displaced, hence there
is practically no slip; because the greater the
stream of air driven to the rear, the greater
the pressure returned to the wing by the in-
coming air. On this account all the energy ex-
pended on the air comes back again in the
shape of pressures which drive the machine
forward and give it lift. There are frictional
losses of course.

In this paper some of the principles only
are considered. There are others that we
can hope to attack with some intelligence only
upon the completion of experiments now in
progress. Experiments only can furnish the
data upon which to base the calculations.

The ornithopter above described is fully
protected by pending patents.

( Concluded)

I Humidity and
I :: :: Flight :: ::

By W. R. Brookins

By Dr. A. F. Zahm

4.4.4.4i^i{.^4.^i{i4.4.4t.{>.{.4.4.4.4.4.4.4i<{<4«i{i4i4>4««{< 4.4.4i4i4.iJ»«i>4««|»4"4««H«4»'H'4'4'*+4**'l"H"fr"l"H*"*'

X iircpariiiK for t!io high tliglits ;i1 .\thmtic

City I had put on a sweater and hi-avy uhives

and was sweating to beat the band when I

started. After passing the three thousand' foot

lark I began to get much cooler. Over the land

would be a little bit warmer than over the sea.
nd at six thousand feet I actually shivered,
eginning at three thousand feet I had to fre-
ui'uily yawn to reduce the air pressure from
ithin on the ear drums. Over the ocean I could
■(■ absolutely nothing below me but mist, al-
iinigh on the ground the atmosphere seemed per-
■etly clear. The sky above was perfectly clear
lad the sun was just setting, but I had to circle
Ivor the land to get my bearings. Down on earth
Ue sun had already set. I had to follow the "feel"
f the machine to determine whether I was climb-
jig. At that height one cannot tell whether he is
teering down or up except by the "feel."

I had to fly over a certain spot, a boat anchored
ut in the sea beyond one of the iJiers. in order
tiat the engineers might follow me for their meas-
rements. .Tust as I was crossing the line of the
each, coming in shore. I heard the engine miss
wice and I immediately turned for the stake
oat, in order to let the engineers catch me. and
Jveled the machine so as to allow some of the
asoline to run forward and down the pipe to the
ngine. This kri)t me going lieyoud the t)oat when
he engine went dead aud I turned and circled
own. ' From a thousand feet high I had to figure
ow to reach the landing between the piers on
he beach.

■■H iniiiilitu liiis II ijniit (tent In du irith the SiiC-
rr.s'.v <if u jj'Klht. If the perceiiliitje of iiinisliire in
the (it'in(jxi)h'ere is loiv. it is uiuch more (Jiffiviilt to
nil The engine yives less power, the [jropeUer
(Jives less thrust and the surfaces have less liftmo
effect." — Statement credited to Glenn H. Curtiss.

IF IT be admitted that the engine gives less
power, it naturally follows that the propeller
gives less thrust, and the surfaces have less
lift than they would have with larger power. But
it would be wrong to assume that the propeller
gives materially less thrust at the same speed in
dry air than it does in moist, or that the lifting
surfaces, at the same speed and inclination, give
less support in dry air than in moist. On the
contrary, at a given pressure and temperature the
density of dry air is slightly greater than the
density of moist air : it may be as much as 1 per
cent greater. Now, for a given speed and angle
of impact, the thrust or support varies directly
with the density. Hence, at most it could vary
but 1 per cent due to moisture, all other condi-
tions being the same.

Reference should also be made to "Flying and
Humidity." by Charles F. Willard. in the June,
1910, number.

AERONAUTICS

^/ *

^'^

Af ™

August, iQio

Flying Meets in

*
*

Height Records Broken

Indianapolis, June 12-18.

I'.V 1;. K. SCOTT.

The Exhibition Department of the Wright Broth-
m-M Company made its initial bow to the general
l)iil)lic at the Indianapolis Motor Speedway during
the weeli of June i:M8. Several important points
were demonstrated at this meet ; points of interest
to promoters as well as to aviators.

So far as the flying itself was concerned:, the
meet proved pretty conclusively that the Wright
aeroplane is a very steady and dependable ma-
chine. There were about sixty flights during the
six days of the exhiliition. and there was no sug-
srestion of an accident.

In the tranquility of the performances — the in-
variably successful starts, and quiet, uneventful
landings — lay the chief beauty, from the writer's
standiioint of the meet.

But in just that same tranquility lay its chief
ihawback from the standpoint of the box-office.
I'eace and quiet are all very well in their way,
but after a man has loafed around a railroad' sta-
tion thirty-eight minutes waiting for transporta-
tion to the field, has quietly sat on a plank up-
h!)lst('red blcarlier divan at a temperature of 120
Kahr. for tluci' lioms waiting for something to hap-
pen, and with equal peace of mind finally watched
— at a distance of half a mile or more — these
ureat white liirds rise gently into the air and sail
Ijlacidly around the track until fancy moved them
to descend, that man is apt to lean toward some-
thing more stirring than the prospect of quietly
walking two or three miles along a country road
to where he can find a suburban trolley to take
him back to town.

Walter Brookins furnished the incidents of most
spectacular interest during the week. The first
clay, after several races against himself around
an unmeasured course, Brookins made an attempt
at an altitude record. His altitude was taken by
A. B. Lambert, of St. Louis, with a combination
of yard-stick and two pin-points an inch apart.
.\ttached to the aeroplane was also an instrument
for recording altitude. This was hung between
the planes on, a strap, but is said to have been
put out of commission by striking guy wires as
it swung about.

NEW WORLD RECORD.

Brookins climbed' for twenty-four minutes, at
which time Mr. Lambert announced the altitude
of the machine as 4,884 ft., as against Paulhan's
Los Angeles record of 4,165 ft. The descent lasted
about six minutes.

Brookins, in an earlier attempt, had ascended
2,093 ft. It was the greatest altitude attained by
a novice and the greatest ever made in an Amer-
ican-constructed aeroplane.

Brookin's flights were a revelation. lie cut
sliarj) circles, mounted quickly as a bird, shot to
the ground, swooped and dived, liringing out en-
thusiastic applause.

Twice during the day Orville Wright flew, on
one occasion taking up Carl G. Fisher, of the
I'rest-O-Lite Co.

IP 2,083 FEET.

The altitude record was again assaulted on
Tuesday, .Tune 14. Brookins climbed for 12 min-
utes. The engineiM's who took the altitude by
triangulation. figured his altitude at 2,083 ft.,
and these figures were corroborated by the record-
ing instrument which on this occasion was prop-
erlv fastened. The descent lasted six minutes.

Center — Brookins (left) and Hoxsie
Bottom — Orville and Wilbur Wright

AERONAUTICS

August, igio

Many States

•l"{>4>'!>4>4>4>4>4>4-4>4><f4>4>4'<I*4'<i"f4>4>4>4"|i4><H.4i

Sensational Flying %

A featiu'L' of the second day was a "contest"
lift ween a Wright aeroplane and an Overland
40 h. p. automobile risked as a "wind wagon."
A stock car was stripped and driven by a wooden
propeller 8 ft. long, at 750 r. p. m. Official figures
arc lacking but the Overland companv states that
5 miles were made in 5:20 (5;i miles an hour),
while a figure gleaned from another source gives
the time at 4:58 for 'IVo, miles. The car weighed
1.800 pounds. The drive shaft was not connected
with the differential. The propeller was driven by
a chain from a driving sprocket having 17 teeth
attached to the shaft, the chain running over an
overhead shaft with a sprocket of .'U teeth.

Johnstone made his long>^st iiight, 55 minutes,
on this day. going up to 920 ft. altitude.

Orville Wright flew again on the 15th making
beautiful maneouvres in the dusk, after the pro-
gram had been delayed by rain.

BIlOOKI.Ns' M.4RVELL0US TURN.

Perhaps the most sensational event of a thrilling
week was Brookins' quick turn on June 16. Ho
made a complete circle in 6 2/5 seconds, and his
main i)lanes assumed so nearly a vertical position
that many thou-jht he was falling. Only one of
the many photographers on the field had enough
presence of mind to snap a camera at him. This
one picture was caught when the machine had
begun to take its normal position, but the angle
with the ground is still a very sharp one. This
is reproduced in this issue.

3,876 FEET HIGH.

Arch Hoxsie's motor stopped while Ralph John-
stone was making a 44-minute flight and ho had
to land outside the Speedway. Then Brookins
went up for anothiT altitude flight and after climb-
ing 45 minutes, reached an altitude of .3,876 ft.,
officially measured liy city surveyors. The flight
lasting 54 minutes 20 seconds. The barometer
carried on the machine registered but .".700 ft.

.\NOTHEI! NEW RECORD.

Again on Friday. June 17, Brookins made
another try for the record. He carried two in-
struments — a barometer within plain sight and
the recording instrument — and his altitude also
was taken by reputable engineers. Brookins
climbed steadily for 55 minutes, and his barome-
ter showed liim: to be about a mile high. The
engineers had no opportunity to catch him at
his greatest height because he was then so far
from the earth that he could not exactly locate
the Speedway and consequently sailed, still climb-
ing, twice across the course out of range. The
duration of the flight was 1 :04 :00.

-Vs if the climb in itself wore not suflicientlv
sensational, Brookins" motor stooped at an esti-
mated height of .3.000 ft. He then was perhaps
four miles from the center of the Speedway, and
the spectators, not realizing that the engine was
no longer running, wondered whv he was making
the long descent in almost a straight line. The
aer(.i)lane just made one long streak'for the eai'th,
and landed beyond a clump of trees at some dis-
t:nice from the track. There was a rush of ex-
liii'd newspaper correspondents and spectators
tnwnrds the automobiles, but it was stopped when
sdiiic one with a field glass announced that the
landing was safely accomplished. The altitude wa^
'illicially measured as .XiiuILJt-. a "cw world's
record. During this flightjHTin stone and Hoxsie
each were flving.

Brookins Turns Complete Circle in 6 2-5 seconds

AERONAUTICS

August, 19 10

Numerous good flightf? were made during the
week by Hoxsey. Johnstone, La Chappdle and
Cotfyn, but they were uneventful because of the
lack of competitive features. A number of races
were scheduled but none were actually attempted.
Ten flights with passengers were made.

To Captain G. L. Bumbaugh belongs the credit
of making the flrst flight on the Indianapolis
Speedway. On Friday, preceeding the opening
of the big meet, and while the Wright forces
were engaged In assembling their machines, the en-
gine for Captain, G. L. Bumbaugh"s machine was
delivered on the grounds. Carl A. G. Fisher,
owner of the machine, offered to wager Roy Knab-
enshue, of the Wright Co.. that Captain Bumbaugh
would be in the air before any of the other
■planes were ready. The wager was accepted and
both sides hustled to get their machines in readi-
ness. Captain Bumbaugh's engine, an Elbridge
"Featherweight" 40-CU h. p., was hastily installed
and the aeroplane brought out of the tent. At
the flrst attempt Captain Bumbaugh's machine
rose from the ground, after a run of about 100
yards. But the Captain underestimaied his power
"reserve and the machine shot into the air about
.30 ft. before he thought to reverse the elevating
plane. When this was done his descent was as
rapid as his rise had been. Skimming the ground
Captain Bumbaugh again rose and' on this attempt
flew for about half a mile before the tricky eleva-
tor plane again lirought him to the earth.

Such repairs as were made necessary by this
rapid desctjnt were completed by Monday, the flrst
day of the meet, and early in the evening Captain
Buml)augh prepared for another try. This time he
was over cautious in the other direction. Realiz-
ing tliat the povverf\il engine might drive him into
the air faster than he cared to go, he deflected
the elevator planes befor the start. The machine
got away with a rush. A slight obstruction was
'on<-ounte'red. just enough to jolt th(> machine clear
(if the ground ; with the deflected plane in front
and the thrust of 511 h. p. l)ehind. the aeroplane
keeled over onto its head, burying the aviator in
the ruins. The engine continued running, the pro-
pellor threshing the guy wires, until Captain Bum-
baugh recovered sufficient presence of mind to
kick loose his ground wire. To the immense relief
of the spectators Captain Bumbaugh a minute
biter rose to his feet and waved a reassuring hand.
The damages to aviator and machine looked serious
but fortunately were of fueh nature as to be, easily
repaired.

Several short flights were attemi)ted during the
weeks l)y .7. W. Curzon, but his big Vivinus motor
did not' deliver power enough to offset its own
weight and carry the machine into the air. Mr.
Curzon announced his intention of replacing it
with an Elbridge "Featherweight."

Lincoln Beachey had his monoplane, and there
was the Marquette and the Shaw biplanes but
none of these flew.

RKSULTS.

The accumulated duration of the flights made
during the Indianapolis meet total as follows :

W. R. Brookins 7 hr. .")'.l min.

Ralph .Johnstone 1 hr. .51 min,

A. L. Welch 1 hr. 25 min.

Arch Hoxsey 1 hr. OVj min.

F. T. Coffyn 20 min.

D. La Chappelle 1 M; min.

Longest duration single flight :

W. R. Brookins 1 hr. 4 min.

High altitude flights :

W. R. Brookins, .June 1." (world's

record) -1,:!S4 ft.

W. K. Brookins. .lime i:". 2.00:! ft.

W. R. Brookins. .Tune 14 2.08."] ft.

W. R. Brookins. .June 10 :'.,870 ft.

W. R. Brookins, .June 17 (world's

record^ 4,0.".0 ft.

Ralph .Jolmstone, .Tune 14 020 ft.

Flights of which official record
was taken 55

Atlantic City, N. J,, July 4.

BY n. r. TATTER.SOX.

The series of exhibition flights organized by the
Atlantic City Aero Cluli, composed of the hotel
and business men of the town, costing .$25,000,
was a great suec.ss A sjction of the beach wis
si>t apart for the use of the aeroplanes, and every-
thing was free to the public. The flights were
sanctioned by the National Council, represented by
Augustus Post and Henry M. Neely.

On July 4 Curtlss made his flrst flight on the
beach between two piers in a stiff breeze. The
enormous crowd made flying dangerous.

The next day Curtiss made three flights, the
longest being 8 minutes. This was made over
the long piers, up and down the beach at a height
of about 2(>0 ft. and out over the sea.

On the Gth it was necessary to run close to the
water to get hard sand. The tip of the propeller
was caught by the Incoming waves and broken
at the ends. With another propeller a flight of
15 minutes was made, circling over the piers and
the boats anchored near the shore. Then a short
flight.

No flights on the 7th.

On July 8 Curtiss made a 10 1/2 minute flight
at a height of 500 ft. Then Brookins got off with
a 400-ft. flight, cutting various capers and making
a sharp circle siniibir to the one at Indianapolis.
This flight lasted about '.)V, minutes. While he
was in tlie air Curtiss started again and flew above
him, for 51/. minutes. Starting again, inside
of 6 minutes Curtiss was lost to view, having gone
down to Hugh L. Willoughby's grounds, some
four miles away. T,.anding there he waited for his
men to come and start him back. Rumors of all
kinds circulated, as he was gone 1 hour 10 minutes.

BROOKINS M.\KE.S SH.\RP SPH!,U>,

A few minutes after Curtiss got away, Brookins
started and went to a height of 1,80() ft,, making
beautiful curves and evolutions all the way up.
lie was up some 15 minutes, coining down in a
spiral to a height of about .300 ft,, the diameter
of the spirals being not more than 2()0 yards.
This was very spectacular. After waiting a
half hour for Curtiss, Brookins started oft' again
on a (i-minute "every day flight." Curtiss caused
.great excitement, as all thought he or his ma-
chine was damaged. There was cheering when
someone said "Here he comes." and a speck could
be seen about 4 miles away. 5(i0 ft. up.

On July 9 Curtiss took the air flrst and Brookins
followed "in a preliminary flight. Brookins going
to aliout son ft. back and forth across the piers.
These flights lasted and 3 minutes, respectively.
A half "hour later Curtiss started on a 54^-
minute flight for a moving picture man. Again
Curtiss started, before Brookins was ready for
his altitude flight, but flew only from one pier
to the other. On Sunday Curtiss made one flight
of 4% minutes.

BROOKIX.S M.\KES .WOTHER WORLD RECORD.

Shortly after this landing Brookins started on
his wonderful altitude flight. In 53 minutes lie
had reached a height of 0,175 ft., the highest
yet attained by aero|)lane. The previous official
altitude flight " is also held by Brookins, being
4,030 ft. The latest forei.gn record. 4.(>15 ft., was
made recentlv bv I>atham in France. This day's
flight exceeds all attcnpts by 1.2:!fi ft. His de-
scent, without power, f >'■ lai k of ga'^oiine. took 10
minutes, having been in the air 1 hour .? minutes.
.Vfter landing he joyfully rushed to telephone
through cheering crowds to 'phone the news of
his success. This rec( rd won for him the .i;5.(M)0
ofl'ered as a height prize.

While he was making this llight. Curtiss started
again and made short fliglUs of two or three
miles, circling between the oiers several times
before landing for the last time during this day
of exhibition work.

On Sunday. July 10. Curtiss gave an exhibition of
a flight in a" wind estimated by himself and others
to be 20 miles. But for the enormous crowd,
estimated at l()0.0n.O, along the lioard walk, piers
and housetops. Curtiss would not have attempted
the flight owing to strong wind and high sea
rolling. He received great cheering for his 5-
minute flight, circling between piers and over the

AERONAUTICS

yiri^\.Mjk liiw ^Ai>^ctzr aSur. ^'^i^ hr

August, ipio

ocean. Curtiss reached a height of about 300
ft. during flight. The Wrights will not fly. or
allow their own machines to be flown on Sunday
so Brookins did not fly this day. '

CURTISS FLIES 50 MILES.

.Tilly 11. Curtiss started flying for the .$5,000
.-.(I mile prize at .S :24 o'clock. .Vfter flnishing 50
miles;, or ten 5-mile laps around piers, he circled
.Ulautic City. Entire flight lasted 1 hour 21
minutes. The average height was 700 ft. During
the flight finite a southwesterly breeze was blow-
iii^;. making a record speed flight impossible.
The actual time for the 50 mies was 1:1 j:00. Tlie fastest
lap was (irOI 4-5, a speed of 49. ss miles per hour. Tlie t ime
made was not as sood as previous records iield by Cur-
tiss machines. This won for liim S;,5,000, as the Wright
machine did not try for it.

Brookins made the ne.xt flight and for 15 min-
ites gave a fine exhibition of the control he has
if the Wright machine, twisting and turning at
ilmost impossible angles.

Curtiss then flew from the Million Dollar Pier

Old Pier to get ready for his record-climbing
light. Before this was started. Brookins attempt-
(1 flying with Mr. Cofl'yu, another Wright pupil.
s passenger. At 6 o'clock the machine ran down
be monorail, but failed to rise. It was pushed
■aek to starting point and another trial took the
iiaehine up to an altitude of 300 ft. at times.

1 very fine flight was made for 15 minutes with
hort turns and dips. After the descent, Curtiss
\:\(]i' the most notable flight of the day — the
iiiekest time for reaching l.OOd ft. lie actually
'ached between 1,500 and 1,000 ft. in the re-
iirkable time of 5 minutes .5? .seconds, traveling
I .1 straight line for about two miles, turning
len and descending to earth. Shortlv after land-
ng he flew back to the Million Dollar Pier, carry-
is [.ineoln Beachoy as passenger. Wliile hauling
lie Curtiss machine up the platform to house
t. v. Coffyn made a short exhibition flight in the
bright machine used by Mr. Brookins. This la.sted

minutes, reaching about 150 ft. at times. This
M<Ir(i the last intended day of the aviation meet
I Atlantic City — l)ut the aviators had been pur-
laded to remain over another day.

BROOKINS' MACHINE ST.\XDS ON END.

July 12. At .S :.30 P. M.. Brookins started for a
ight and rose to a height of from !)00 to 1.000
. and remained in the air some 2U minutes doing
Imost the impossible at times in his turns. At
ne turn his machine stood close to an angle of
7 degrees, and it appeared that he had turned
>o far by mistake. .Ml held their breath and
Ohs" were heard ail through the crowd.

An hour later Curtiss went up to bombard a
lite-boat with oranges from a height of 400 ft.
Out of six oranges three would have hit a battle-
ship, the last bomb landing within 12 ft. of the
boat. He circled around between piers till his
orange bombs were exhausted, then landed. Five
minutes later he was in the air again flving down
to Old Pier to interview Mr. Shackleford. After
a half hour's wait the crowd saw him in the air
again firing bombs at the reporters and photog-
raphers. This caused great laughter among rhe
audience to see them dodge from being struck by a
flying orange which was merely a juicy spot after
striking the ground or water. This flight ended
his last exhibition at the Atlantic City meet,
ihe machine was housed and "knocking-down"
began.

Brookins. however, made one more flight doing
his usual quick turns, and fooled all by coming
down to earth as if to land and then shooting
out to sea again, as if he had forgotten some-
thing, which eventually proved to be true for
he shot up to .300 ft. and then came down close
to water. 25 ft. from shore, bringing the machine
so low that the skids seemed to rest on two waves
and followed them to shore. Eventually he actu-
ally struck the water near shore, rising again
and then landing at his camp.

It is a strange fact, but during the entire week
there was not a single accident of anv kind
except the first day, when Curtiss landed "in deep
sand and ran into a hole, breaking one post.
Outside of that not a wire, nut or any part of the
machines had to be altered from the ft st.day of
"setting up."

The weather proved ideal, except one day. and
the crowds were enormous. The largest day At-
lantic City ever had was .July 4, when, 'it is
claimed. 300.000 attended. The entire meet was a
success in every way. thanks to the manage-
ment and the whole-hearted way in which it was
carried out — free to all.

Montreal, June 28-July 5.

RY H. K. HITCHCOCK.

The •■meet" was from one viewpoint, the scien-
tific, eminently successful, and as a direct result
an impetus to the interest in and study of aero-
nautics has been stRrted in this great country.
Financially the meet was a failure, the expenses
running to some .$40,000. but the flying was
good — continuous every day of the meeting, all
done by the Wright and Bleriot machines. .T. A.
D. McCurdy only got up once in the early morn-
ing and quite wrecked their Baddeck TI in land-
ing with the wind. MeCurdy was unfortun.ate

The Overland "Wind Wagon" at Indianapolis
45

AERONAUTICS

August, 1910

the whole week. He had trouble getting his
machine on the grounds to begin with, and as.sem-
bling was delayed by reason of no shelter. G. G.
Hubbard, of Boston, was induced to come at a
late date with his monoplane. built by the
Canadian Aerodrome Co. of Baddeck. without an
engine, which had to be sent for to Baddeck and
it did not arrive until the last of the week.

The Wright team. Brookins. La Chappelle. John-
stone and Coflvn. all flew well. Count de Lesseps
was a striking feature with his two Blerlots. a
50 h. p. Gnome engined type XII and the smaller
XI with the Anzani 30 h. p. motor. His 30-
mile trip to and over the city of Montreal in
49 minutes was the great event of the exhibition.
He used the big "Scarabee" with air bags, the same
equipment he used in his cross-Channel flight. Fred
Owen and Cromwell Dixon, with their dirigible
altracted small attention. Dixon tried a new pro-
peller on the advice of Knabenshue and increased
its speed. The airship escaped and burst, on the
fourth dav of the meet. This made quite a stir,
as the people could not tell whether he was in
it or not. lie stopped the motor by accident,
descended, .lumped too soon and missed the guide
rope. Johnny Mack and one of Ed. Hutchinson's
men made daily parachute drops from hot-air
balloons.

Wm. Carruthers, vice-president of the Interna-
tional .Vviation A.s.sociation. which promoted the
meet bousht a Bleriot XI and imported one Milt-
jen from' France to fly it. Milt.ien's experience
"at flying was evidently obtained at a correspond-
ence" school. On his first and only flight the
machine jumped into the air and then gracefully
dug its nose in the dirt. Cromwell Dixon, who
had never been in an aeroplane before, then tried
it and made a highly sensational and wild flight,
narrowly escaping accident, but brought it safely
down.

SOxMlO OF THE FLIGHTS.

The feature of the first day was Brookins'
•> nno-ft. altitude fli<iht. while de Lesseps and
Johnstone were the other aviators. On the second
day de Lesseps in a trial for speed lost to La
Cliappelle, while Brookins made another altitude
flight of l.r>r)0 ft. On the 2Sth Johnstone was
up 45 minutes, and Brookins flew to a height of
1 .•JfiO ft., and was up 20 minutes. The start
oil the rail was timed, too. at 5V2 seconds till the
machine was in the air. On June 29 Ralph John-
■stone flew for 40 minutes and Brookins was up
21 minutes, flying to a height of 2,450 ft. This
was after carrying up de Lesseps for a 13-minute
trip Earlv in the morning McCurdy made a
flight in tlie "Baddeck II." but. landing outside
the grounds in the tall grass, the machine was
partially wrecked. R. Timberlake, who had bought
a Bleriot XL essayed his first flight. With a
novice's inexperience, after getting off the ground,
could not stop in time to save hitting the grand-
stand. The " next day Johnstone flew for 25
minutes and Brookins took up Count de Lesseps'
brother to a height of 1,140 ft. in a flight of
25V> minutes. Then he made a trip alone up
2.000 ft.

8,130 FEET IX .viu.

On July 1 Brookins again made a high and
sensational ascent, reaching 3,130 ft. in a flight
covering 45 minutes.

DE LESSEPS FLIES OVER CITY.

The most sensational flight of the meeting was
de Lessens" .iourney over three bodies of water
and Mt. Royal in a continuous flight around Mon-
treal's City Hall and back to the aviation grounds,
a round trip of 30 miles. The flight lasted 49
minutes. His face was screened from the oil of
the Gnome engine by a thin wire gauze mask.

BROOKINS SETS CANADIAN RECORD.

On the same day Brookins ascended to 3,510 ft.
The meet closed on July 5. with small attend-
ance and few flights. Some of the Wright ma-
chines were going to Toronto, but two had to
be rushed away, so these were flown from the
. aviation grounds to the railroad station, over the
hills and trees. The landing spot had not been
investigated and when Brookins and passenger

flew over they saw they had but a very small place
to land. Steering sharply down into tall grass.
the latter caught in the wires and corners, turn-
ing the machine face down and breaking ihc
front construction. The second machine they flew
over made a safe landing.

Nashville, Tenn., June 21-26.

I'nquestionably among the most spectacular
flights that have been made may be numbered
the two night flights of Charles K. Hamilton dur- ,
ing his exliibitions at the Military Tournament
at Camp Dickinson. '

FLIES WITH SEARCHLIGHT.

The first flight was in the dark of the early even-
ing, with the moon obscured by clouds. Hamilton
flew over the electric light studded grounds, almost
touching the string of bulbs, then shooting up
into the air and gliding down. Someone suggested
a searchlight and immediately there was hustling
to attach a Prest-O-Lite tank under the s(vit and
the headlight on the front framework. About 11
o'clock in the night he was ready and the sight
of the big automobile lamp flashing up and down
through the semi-darkness, the moon having de-
ciled to show her face, was a thrilling one. .\ftei
flying about a quarter hour a cylinder head Ulew
oiit and he was forced to land.

Louisville, June i8th and 19th.

On June IS, Curtiss lowered his own record 01
quick starting to four seconds flat, with thi
Albany-New York 8-cylinder biplane, starting or
verv rough and grassy ground. Hamilton did i'
in 3 4-5 seconds at San Antonio last April.

On account of a very choppy and high wind
neither Mr. Curtiss nor "Bud" Mars was able t(
make any very nice flights until after 5 o'clock
when above a crowd of nearly 10,OOiOi people. 'Mr
Curtiss carried a local newspaper man for a shor
flight.

A stiff wind until late the next afternoon pre
vented any circular flights. However, after I
o'clock Mars, at an altitude of 20 to 40 ft., racei
against Curtiss around the circular track !(► times
Curtiss keeping about 200 to 300 ft. a1)ove :Mars
and at all times was directly over him.

For quick starting. Curtiss got off the grouiu
in 87 ft., and Mars, with his 4-cylinder 25 h. p.
got off in 10(> ft. Both of these distances an
behind past performances of Curtiss machines.

The total attendance for the two days was ii
the neighborhood of 17,000 people.

The meet closed when Mr. Curtiss carried R.
Rubel, Jr.. local agent for the Curtiss biplane, foi
a short flight.

Minneapolis-St. Paul, June 22-25. fl

At the Twin Citv meet there were Curtiss, Wil
lard. Mars. El,\. \Vhipple Hall, Lincoln Beachej
with his monoplane and two dirigibles. Curtis^
flew, of course, his S-cylinder machine. Mars hat
his 4-cylinder Curtiss and Willard had a ne^\
Curtiss with a 4-cylinder engine of somewhat
greater power, the new engine having slightlj
larger cylinders. Hall had the old 4-cylinde)
Curtiss sold to Frank H. Johnson in Los Angeles
Ely had the machine of Henry Wemme of Portland
a "4-cylinder Curtiss. Charles J. Strobel furnishei
one dirigible with (iintner as aeronaut, whik
Horace B. Wild flew the Yager airship.

The track was a bad one for aeroplane flight:
and the attendance small. The track was linec
on nearly all sides with buildings or trees auc
there was only one spot on the grounds suitable
for landins-. Every flight of any length had to U
made out beyond the grounds and return to land
ing inside. The dirigibles were up every day. bui
the first. Hall did not get up. all during the meet

.MI the aeroplanes, except Beachey's and Hall's
made short flights the first day. On the second tuf
two dirigibles and Curtiss were in the air at tht
same time. Besides the short flights. Curtiss madf
one yi-rv pretty fli'rht outside the grounds and
b-ic'-. P.oachev got off a short distance without
his controls on.

AERONAUTICS

Augusi, 19 10

JL^1fff::.,r

Curtiss and Brookins Flying at Atlantic City

On tli(^ third day Curtiss. Ely and one of tho
rigililes were up simultaneously. Beaclioy had
lit his elevator and ailerons on and made a short
tg:ht. In the evening Beaehey made another trial
id ran into the fence, smashing up. The fourth
ly it rained. After the showers, Curtiss made a
)ectacular flight. Willard and Mars also flew.

Kansas City, July 3-4.

WIHard and I'.cachcy went from Sioux City to
ansas City. Willard only flew, Beaehey spending
s time assembling the Curtiss machine. This
eet was also unsuccessful from an attendance
andpoint.

Willard made eifrht or ti'ii sliort Hifrhtscaeh day.

Till' Omaha nicil has lucn postponed lo July
23-2S.

Willard is wm'king his way to Mineola. where
he will try out a maehine (if his own make. Curtiss
type, with grcatrr sprcail. the nid (if .luly.

Providence, R. I., July 4.

.Toseph Seymour was sehedul«>d to fly his Curtiss
at Providence. .Tuly 4. lie circled the track sev-
eral times at a height of 20 ft. The conditions
were ideal hut the s])ecIators left before the ex-
hibition was concluded, owing to the repeated de-
lays caused by making minor repairs.

AERONAUTICS

August, iQiti

Mars Flies Cross Country.

At Topeka, Kans., J. C. Mars, the only aviator
at tlie meeting, as Willard did not go, as planned,
on June 15 attempted to fly 00 miles cross coun-
try to Kansas City. A landing liad to be made
at Grantville after nine miles, breaking a couple
of ribs. These were repaired and a second start
was made. After going on for four or five miles
the engine went wrong and another landing was
made, at Newman. After an hour's stop he pluck-
ily wont on for a short distance finally coming
down at Midland.

Pittsburg, Kans,, July 2-5.

BY r.\ri. W. II.MtVEY.

Arch Hoxsey made fourteen flights during the
4-day Wright meeting at Pittsburg, Kan. In the
last flight, which was to close the exhibition, the
wind was blowing very hard and Iloxsey while
some ."iOO ft. in the air shut off his motor intend-
ing to glide to the ground, which he had fre-
quently done before. On account of the smallness
of the ground he saw that he was being carried
in his circles towards the bleacher, which was
filled with people. Having no motor power to
direct his course beyond the bleachers it seemed
to him best to point the nose of the machine di-
rectly towards the ground in front of the stand.
This he did with a result that the forward steer-
ing planes were Ivadly damaged. He fell almost
vertically about 40 or .JO ft. but he was not at all
injured. The motor and transmission parts were
found in good order.

Iloxsey made good flights each day. On the
second he made three low flights, circling the
Held several times and having his machine under
perfect control at all times. The flrst day he left
the ground three times when a storm interrupted
the exhibitions.

Ou the third he made four flights. The first
three were spectacular exhibitions. He did the
"Roller Coaster" flight and turned the figure eight
several times. He had wonderful control of the
machine at all times and as a climax to the
aftcrncKin wurk he made a beautiful ascent of

1,000 ft.

On the fourth Hoxsey duplicated his exhibition
of spectacular fliglits and also gave some of the
feats tliat aeroplanes are supposed to do in times
of war. He made some short and fast short coun-
try flights and in the finish carried a passenger
three times around the field for a total distance
of about two miles.

On the last day Hoxsey made his usual short
spectacular flights. In the last one of these he
carried Mayor Hoyt and did some beautiful work.
Up to that time Hoxsey had not had a single
misban and every attempt that he had made was
a success.

Sioux City, Mo., June 29-July i.

BY P. isr. m'cabe.

Due to a wind which riii^^ed from 5 to 18 miles an hour
the flights given here l)y M:\rsand Ely June 29, 30 and
iulv 1 were far from successful

On June 29 Mars attempted to circle the mile
race track, attaining a height of from 10 ft. to
40 ft. Meeting adverse air currents he did not
make the circle, stopping several yards short.
Ely made a similar attempt but he, too. was com-
pelled to alight without being successful. Two
other atteirpts were made to get into the air but
were failures.

On June .'lO after G o'clock Mars made another
attempt and succeeded in getting from 40 ft. to
.50 ft. high and went with the rapidity of an
exnress train for a short distance but was com-
pelled to let down because of the winds.

On July 1, in the evening after the wind and
the crowd had departed, Mars made a fairly good
fliahl ascendin<i- to a lieight estimated between
100 ft. and 150 ft. He circled the mile cour.se
2V> times and went at a good speed. Ely made
one circle of the field the same evening but his
ensines were not working well and he was com-
pelled to give up before doing anything of a
sensational mature. Following Ely. Mars made two
other flights in one circling the fleld twice and

concluding his performance with his "Mars glide,"
dropping from a position of about 75 ft. in the
air to an eagle like sweep and then alighting.

Ely is flying now for Curtiss, using the machine
sold Henry Wemme. of Portland. Ore.

Aurora, Ills., July 2-7.

BY FK.4NK H. BEVIER.

A. I.. Welch was the Wright aviator who filled
the .Vurora date. On the 5th after a 20-minute
flight he had to land in an oat fleld. The starting
track was brought and in leaving the I'ail one side
of the planes hit the oats which had not been cut
low enough and broke several ribs. On the Tth he
flew for 55 minutes going up to 512 ft. The wind
was bad and' Manager F. H. Russell, of the Wright
Co.. kept the machine over two days in order to
satisfy the public.

Monmouth, Ills., July 4.

Charli's W. Miller, wlio bought a machine from
C. & A. Wittemann tried for an hour and a half
to get his machine to fly but failed.

New Britain, July 2.

Chas. K. Hamilton made a sensational flight
over the main street of his home town, New
Britain, Conn., on July 2, after a discouraging
day. The flight was most sensational. The
streets were crowded with people, trolley cars
and automobiles. Crowds had come in from
nearby towns and the governor of Connecticut
with his staff was present. The conflict between
two factions of the business men marred Hamil-
ton's efforts. On his first flight he landed in a
swamp and broke parts of the machine which
necessitated some hours to repair. Still another
short flight was made. On the third trial, he
went through a series of hair-raising feats for
which he is noted and then sailed on his spec-
tacular flight over the main street.

St. Louis, Mo., July 11-16,

St. Louis. July 10'. The first aeroplane meet-
ing to be held in this country where entrants have
been required to pay a fee to compete and in
which there are no hired airmen to take part,
will open to-morrow afternoon on the temporary
a via I ion fleld of the Aero Club of St. Louis at
Washington Park. 111., and continue for six days.
Ten machines have been officially entered and it
is expected that all will be on the starting line at
.3 :.30 Monday afternoon.

The coming event, known as the First National
.Vviation ISIeeting for Novices which was organized
by the Aero Cluli of St. Louis to promote the
science and sport of aerdiilaning in America, is also
unique in the resixM-i that none of the entrants
has ever made a pul)lic flight for pay or received
cash aviation prizes of more than .'i;250. The Aero
Club has announced that no flights will be guar-
anteed, but as nearly all of the machines are
built along established scientific lines th(>re is
little doubt that there will be flying every day that
weather permits Full details will be given in the
next issue.

Thomas. Bergstrom and W. C. Robinson failed
to arrive and are disqualified.

The following will compete: H. W. Gill, biplane;
C. W. Curzon. Farman : J. N. Sparling, monoplane;
J. N. Sparling, biplane (Shneider make) ; II. A.
Robinson, monoplane: Charles Kuhno, monoplane;
W. F. S. Zehler. fore an aft monoplane ; Claude
Harris, biplane.

Army News.

From June 1 to June 7 Lieutenant Foulois
made five flights at Fort Sam Houston, Texas, in
gusty winds up to 15 miles per hour, varying in
length from 5 to 14 minutes. No flights were
made after June 7, as the Aeronautical Detach-
ment was sent to Leon Springs to assist in install-
ing the annunciator buzzer system at that jtlace.

Captain A. S. Cowan. Signal Corps, now has
charge of the Aeronautical Division, relieving
Captain Chandler on June 1, 1010.

AERONAUTICS

August, iQio

Brookins Flying Over the Ocean at Atlantic City

Curtiss Drops Bombs from Aeroplane.

Hammondsport, July 1. — Under the auspices of
the New York World and in the presence of officers
of the army and navy, who acted unofficially as
observers, yesterday. fJlenn II. Curtiss carried out
some tests with dropping lead missiles with col-
ored streamers attached at a target representing
a battleship 500 ft. by 90 ft.

Then, of 14 record shots, 10 hits were made
and 4 misses within 50 ft. of the target. Six hits
were made running at 218, lio2. 246, 260, l."15 and
i:!'.» ft. respectively. The seventh and eighth, at
liJT and 191 ft., were misses. Next, at 250 ft.,
hit. At 268 and 312 ft. shots were misses. Dast
three, at .302, 268 and 260 ft. altitude, were hits.
These shots were made moving at right angles to
the greatest length of the target. After these
tests the officers left.

At sunset four more shots are reported, with
three hits and one miss, the latter being from an
estimated height of 900 ft., the machine traveling
lengthwise the target.

To-day no bomb tests were carried out, but
several circles over the lake were made and a
landing made in the water. A small hydrocurve
surface is affixed just forward of the front wheel
for assistance in keeping the machine on an even
keel when hitting the water.

RESULTS OF TESTS.

Mr. Curti.ss gives it as his opinion that to ac-
curately drop bombs in actual warfare one man
would have to be carried for the purpose besides
the aviator, as it was impossible for him to make
accurate calculations of angle and speed, and sug-
gests the proper method is to have some kind of a
gun to fire the projectiles instead of merely drop-
ping them.

Dr. Greene Hits Tree Head On.

Rochester. .Tune 30. — Rochester can now claim
to be an aviation city from more points of view
than that of engine' construction. Dr. Greene,
who has, in the past, made several successful
flights at Mineola and New York City, and who
has recentlv moved to Rochester to open an aero-
plane factory, made his first flight in Rochester
to-day.

The biplane which he used was constructed for

(i. E. De Long of the KIbridge Engine Co., and
was equipped with a 4 -cylinder p]lbridgo feather-
weight engine and a RtMjua (iibson 7-ft. diameter
by 4-ft. pitch regular propeller.

After making his thrust test with the machine
tied, and succeeding in developing considerably
over 200 lbs. thrust. Dr. (ireene decided that he
was ready to fly, and the machine was cut loose.
After running over the meadow for a distance of
less than 100 ft.. Dr. Greene rose at what seemed
to be an angle of almost 45 degrees to a height
of, approximately. 50 ft., and then flew directly
down the field of the Rochester Aero Club for a
distance of about one-quarter of a mile.

Th(> start had. unfortunately, been made from
a point in the field which was protected from the
lireeze by a large-sized hedgerow of trees, and the
doctor did not appreciate" the fact that a consid-
erable breeze was blowing from his right, so that
as soon as he reached tlii> end of this hedge his
machine was thrown to the left a considerable
distance. When the doctor succeeded in righting
himself, he discovered that he was headed directly
for a tall elm tree. Of the two alternatives, drop-
ping down and going under the tree or attempting
to fly over it, the doctor chose the latter. It
seemed for a few seconds as if he were going to
mak(> good. Init when he was within a few yards
he discov(H-ed that it was impossible, and the only
thing left for him to do was then to stop the
engine and attempt to glide rapidly to the ground
under the tree. This also proved to be impossible,
and the machine hit the tree head on. at a height
of about 30 ft. from tlie ground, breaking the front
control and knocking the machine, of course, to
the ground. The rear control was also broken
when the bipane struck solid earth. It seemed to
the spectators almost impossible that the doctor
could be alive and whole, looking at the wreck at
a distance of 200 or 30O yards; but he imme-
diately climbed out of the wreck and waved his
hand in assurance that he was all right.

The flight, from some points of view, was un-
satisfactorv, inasmuch as it resulted in smashing
Mr. De Long's machine. However. Mr. De Long
was more than pleased, inasmuch as it demon-
strated that the enuine had considerably more
power than was actually necessary to fly with this
tvpe of biplane. In the next flights that Dr.
(ireene makes in Rochester with this machine, in
all probability, a 3-cylinder feather-weight engine
will be used.

AUkONAUTICS

August, Tpio

$ cAt America's Flying Field |

Daily Flights at Mineola.

NOT a day uovv passes, scarcely, without
flights Ijy eitlun- Harmon, Baldwin, Seymour,
Kussell. Hamilton and others still experi-
menting. There are always several hundred
people on hand to view the scene and on Satur-
days and Sundays the number runs up into two
to three thousand. Mineola is 25 miles from
New York on the Long Island Railroad, and the
grounds are a mile from the station and still
further from Garden City.

Philip W. Wilcox has finished and given one
trial his Farman-type biplane, fitted with a Rinek
8-cylinder 50 h. p. motor. Lewis Strang, winner
of the Briarcliff race, will learn to fly it.

The grounds have been fenced in by the owfiers
of the property with a high board fence 2,500 ft.
long along the road, with wire fences extending
out across the plains at each. There is another
inner wire fence, to keep people off the course and
provide parking space for automobiles. A small
grandstand has also been erected and an admis-
sion fee is being charged on Saturdays and Sun-
days. After the expenses have been met, I if is
announced by the president of the land cornpany,
the income will be devoted to prizes for the
aviators. The use of board fence has been sold
to White & Wood, of 1777 Broadway, New York,
for sign painting.

The next day Harmon and Russell provided the
entertainment, but there was nothing unusual
in the flying.

RUSSELL BEGINS PRACTICE.

On June 29, George Russell, who had never
operated a machine before, made his first flight
in a Curtiss machine, fitted with a Harriman
engine. The machine had been exhibited by him
during the spring over a theatrical circuit. ,Vfter
a few days he sold the engine to P. Brauner to
install in a Curtiss-type aeroplane sold to a
customer and then got another of the same make.
In live days Russell was proficient enough to fly
a distance of about 5 miles.

On June 29 Mrs. Harmon was a passenger with
Clifford B. Harmon on a lOi-minute flight. This
was the first time a woman has fiown at Mineola
and the third in this country.

Mrs. W. K. Vanderbilt, Jr., was a passenger
with Harmon for a short .lump of a minute on
June iiO. The motor would not mote, and a skid
broke in landing. Further flying was given up
for the day.

Harmon Sets New U. S. Record.

On July 1 Clifford B. Harmon made a new dura-
tion record for the United States, 2 hours 3 min-
utes, beating Paulhan's record at Los Angeles of
1 houi- 58 minutes. No oflicial figures were taken.

After Hitting Tree

On July H the first admissions were taken in
and a goodly crowd saw Harmon make a 10-
minute flight alone and then a short one with a
passenger. In the first he essayed the diving
trick and quick rises which brought forth applause.
William Watson tried out the machine he had
.iust bought from P. Brauner, with Russell's Har-
riman engine, and got off the ground — and then
landed suddenly, smashing up the machine con-
siderably.

however, of either duration or distance. The
Mineola field over which he flew has not as yet
been equipped with the proper markers. It is
estimated that the distance covered was 100
miles.

HARMON MAKES FIRST CROSS COUNTRY FLIGHT.

On July 11 Clifford B. Harmon attempted to
flv from the Mineola aviation field to Greenwich,
Conn., in competition for the Country Life trophy.

AERONAUTICS

August, I'y'i.

At 5 :49 the Gnome engine was got going after
much trouble, but the machine did not go a quar-
ter mile across the flekl before Harmon brought
it down again. Hamilton, who had returned to
Mineola from Atlantic City, suggested leaving off
the pontoons which had been affixed for use in
case of a forced descent in Long Island Sound.
This was done and a new start made at 6 :14 :50,
but he tlew no further than Roslyn, a distance
of 4 miles, passing over roads and" trees and the
settlements of East Williston and Albertson Sta-
tion.

Stanley Y. Beach was practicing with his
B]eriot-typ3 machine at Lordship Park, Bridgeport,
ir tending to try to fly across the Sound to Long
Islrcd. After several efforts the mactire- startcl
lot the cliff, but Beach Jumped out just In time
to save from going over with the machine. The
machine fell and was wrecked.

On .July 12 Hamilton saw Russell fly for 20
minutes and then took Capt. Baldwin's machine,
after weighting down the front end. and flew it
for 8 minutes. Russell then went out and flew
another 20 minutes.

ISR.\EL LUDLOW BUILDING.

Israel Ludlow is building a biplane at Mineola
which he states will not infringe anyone's pat-
ents. He claims it is a remarkable aeroplane,
with its new patented applications of controls and
promises it to be so stable that a man can take
his hnnds ofl' the lever ; that it is balanced so
well that it will And its own level and will keep
a level flight without attention on the part of
the operator. The machine is expected to be fin-
ished by the middle of August.

B. T. Babbitt Hyde is having a shed 70 by 40
ft. erected by C. O. Conklin for the housing of
his machine. .John H. Tyson, Jr., has bought
Oreeley Curtis' Bleriot which he recently im-
ported, and it is to be flown by Louis Strang.

On the Aeronautical Society Grounds.

At the present time there are 13 machines on
the Aeronautical Society's grounds. Those in
process of building, of the biplane type, are Miss
Todd. Messrs. Diefenhach, Talmage," Watson and
Stevenson, Mersratroyd, and Edick and Edwards :
of the monoplane type. Messrs. Godley, Walden De
Kilduchevsky, and Rosenbaum.

Creditable flights have been made by .Joseph Sey-
mour and George Russell in their Curiiss machines.
Russell is using a .'!0 h. p. Harriman engine, and
speaks favorably of it.

Messrs. Edick and Edwards have had their Cur-
tiss type machine out and succeeded in getting it
oft' the ground several times for good distances. At
the present time they are changing the angle of
incidence of the planes and expect to have it in
the field in the very near future.

Messrs. Watson and Stevenson have had their
machine in the field with a "0 h. p. Harriman
motor. On .Tune 2i; Mr. Watson made an abrupt
ascent for 20 to ."SO ft. and descended just as
abruptly, smashing the entire outrigging for the
elevator control. Mr. Watson was not hurt.

Frank Van Anden has had his machine out sev-
eral times in charge of Charles Nyquist. formerly
with Hamilton. At present Mr. Nynuist is keep-
ing the machine on the ground until they get it
thoroughly balanced and he has learned to han-
dle it. The motor is a Harriman.

E. II. Skinner, manager of South Beach. Staten
Island, will soon be another addition to the flyers
at Mineola. He has a biplane of his own design,
fitted with an Elbridge "feather-weight" 40-60 en-
gine, with which he has been making short flights
for several weeks past in the vicinity of South
Beach.

The Aeronautical Society is building a shelter
along one side of its l.*?8-f't. shed. ."^O ft. in width
to accommodate the machines which are without
protection except such as tents afl'ord.

CONSTRUCTION AIDS XIV.

CNASS/5 0/=

Next oTVlonth^Full Page Drawings Capt. T. S. Baldvvin's Biplane

AERONAUTICS

August, igio

I ?

I For Control of National Affairs |
t t

National Council of the Aero Club of
America Formed.

The "National Council of the Aoro Club of
America'' was formed at tlie rooms of the Aero
Club of America on June 23, following the break-
up, through a shrewd political move on the part
of the Aero Club of America, of the intended
.ioint convention of the two organizations, the
American Aeronautical Association and the Aero-
nautic Federation of America.

Twenty-six clubs compose tlie council. These
are as follows : Aero Club of America, California,
Kansas City, Kansas State. Dayton Aeroplane,
Philadelphia (now extinct). .Sar.-ifosra Springs, Illi-
nois. Minneapolis, Utah. Spiiiigficld, Inti'rc()llegiate,
Harvard, Baltimore, Washington. Atlantic City,
Dayton Aero Club, Pittslield, New England, Canton,
Pasadena, Pennsylvania, Aeronautique of Chicago,
South Bend, Buffalo and Milwaukee.

An executive committee and officers were elected
to serve until the second Tuesday in December,
when a convention will be called in New York.

The executive committee and officers are as
follows :

Clifford B. Harmon (A. C. of America), chair-
man; W. B. Strang (A. C. of Kansas City).
A. B. Lambert (A. C. of St. Louis), Dr. J. C. Eber-
hardt (Dayton Aeroplane Club), Dr. Albert F.
Zahm (A. C. of Washington); .Vice-Chairmen —
Oeorge'M. Myers (A. C. of Kansas City), Chas. J.
(Jlidden (A. C. of New England). .Tames E. Plew
iX. C. of Illinois), .John M. Satterfleld (A. C. of
Buffalo). G. A. Richardson (Intercollegiate Asso-
ciation). Carl G. Fisher (A. C. of Indianapolis).
Arthur T. Atherholt (A. C. of Philadelphia).

Henry M. Neely was made chairman of the
contest committee, and Arthur T. Atherholt chair-
man of the press committee. Col. .Jerome II. .Toyce
was elected treasurer ; .Jerome Fanciulli, secretary,
and Geo. B. Harrison, field secretary. Harrison
later resigned.

By the terms of an agreement made between the
Council and the Aero Club of America, the A. C. A.
authorizes the organization of the "National Coun-
cil of the Aero Club of America" and the A. C. A.
is confirmed as the representative of the Inter-
national Federation ; all matters relating to na-
tional affairs' are to be referred to the Council,
to be composed of one member from each affiliated
club: the Council will construct an organization
on the basis of state representation : the chair-
man of the executive committee shall be named
by the A. C. A. ; the matter of location of inter-
national contests after the year 1910 vested in the
N. C. ; a committee shall be constituted by the
N. C. to deal with the question of sanctioning
national meets, providing the A. C. A. agrees it
will not make any agreements or contracts in
national relations without approval of the N. C.

SITUATION CUEIOUS.

The situation is a curious one. As related
previously in .Veronautics, the need for a na-
tional body was felt and in response to letters
signed by Hudson Maxim, president of the Aero-
nautical Society, sent out by Thomas A. Hill, a
large number of clubs signified their acknowledg-
ment of such need and in the course of events a
convention was planned at some central city at
which a really national body would be formed.

A temporary organization was formed under
the name Aeronautic Federation of America to
bring about this convention and to prepare drafts
and plans for the proposed national body.

Observing the apparent strength of this move-
ment, the Aero Club hastily called a meeting
of its affiliated clubs. The majority of the affiili-
ated clubs responding to the call of the Aero
Club were disgusted, and then and there, on
May 23, formed the .\merican Aeronautical Asso-
ciation. They found that the Aero Club was not
willing fo give them anj' yolce in the affairs of

the Aero Club of America and its affiliated clubs,
and, as will be noted from the strong statement
issued at the time, the new body was clearly
against the policies of the Aero Club of America
as exemplified in their action.

Leaders of both the Aeronautic Federation of
America and the American Aeronautic Association
immediately got together and iilanned a joint
con Vint ion to be held in New York, .June 22.
L?()th organizations were to ass'emble in New York
as many delegates of the clubs as possible. Both
secretaries were to work in harmony and their
letters were to be of the same general character.
The Hotel Astor in New York was offered as a
meeting place and accepted. The A. A. A. was
advised that a meeting place had been secured,
but unfortunately a misunderstanding had occurred
and the A. A. .V. letters had called the meeting
at the Waldorf. »

TO WORK IN HARMONY.

Previous to the June 22d meeting leaders in both these
organizations got together and it was planned
to call to order such delegates as assembled at
either of the hotels, and then adjourn to a com-'
mon meeting place. The .V. F: A. was called to
order in accordance with the programme and ad-
vised of the misunderstanding in regard to the
hotels and it was with common consent that the
meeting was adjourned and the deJegates in a
magnanimous spirit proceeded to the Waldorf to
meet in joint convention.

A. F. A. DELEGATES SHUT OUT.

The delegates who happened to come from the
Astor experienced the greatest difficulty to being
admitted to voting powers in the convention. All
sorts of demands were made as to the form 'of
credentials. Many credentials were "lost" by the
credential committee. There seemed to lie a plan
to keep these delegates out. It was also found
that one of the delegates who was not empowered
by his club to secede from affiliation with the Aero
Club of America at the time the A. A. A. was
formed, had sent out a day or two previous a great
number of telegrams advising tliat the meeting
place of the convention was at the Waldorf and
not tlie Astor. with the apparent intention of
stealing whatever delegates they might from the
ranks of the A. F. A. despite the tacit agreement
that both were working to the same end and in
perfect accord. In response to these telegrams,
many delegates who had been working with the
A. F. A. went to the Waldorf.

CONVENTION AT LAST DOWN TO BUSINESS.

The session was a very strenuous one. and
finally everything seemed to be working all right.
The "delegates hiad all been admitted and pdace
had reigned for at least 30 minutes. The whole
day had been employed in seating the delegates
and the body was now ready for business. A
motion was made and carried to adjourn for
dinner, to meet again at seven-thirty.

One of the members of the Aero Club of America
invited some of the delegates to dinner and a plan
was laid at this meeting to withdraw from the con-
vention at the evening session and retii-e to the
-Vero Club of America. What mess of pottage the
Aero Club could offer in exchange for the birth-
right of the delegates is not apparent. At any
rate, the scheme worked.

When the meeting was called in the evening,
the presiding officer. Geo. M. Myers, of ICansas
City, asked Lee S. Burridge, former president of
the" Aeronautical Society and one of the prime
movers in the A. F. .\.. to take the chair while
he was out temporarily. No sooner was the tem-
porary chairman ready to receive motions than the
delegate from the Pennsylvania Aero Club got up
and withdrew his club from the convention. In
rapid succession one-half of the other delegates
followed suit, showing that the plan .so suddenly
developed at the dinner had worked most suc-
cessfully,

AERONAUTICS

,.J!uZi ™''" of self-respect could stoop to such
methods as to place an innocent man in such a
curious predicament, is difficult to understand
It also developed at about the same lime (throuoli
the a-iival of atteinoon newspape s) thit a cor-
poiation had been formed at Albany under the
name ot the American Aeronautic Association de-
spite the tact It was agreed between the leaders
a month previous that even the name of the
proposed national body would be left to the ioint
L'onvention to select. This showed a premeditated
plan to steal the convention. Even some of the
ielegates who met at the Hotel Astor, and who
liad so much trouble in the morning- in bein"-
idmitted to the ^yaldorf meeting, deserted the
i-er.v ones who .started the whole movement, and
xliich made a national l)ody i)ossible at this

The organizers of the. A. A. A. were frankly
)itter against the Aero Club of America and
ret the.y joined hands with their enemy to the
lesertion of their own comrades.

WHERE IS THE N. C. OF A. C. A. AT?

An officer of the Xational Council of the Ae"o
lul) of America states that the Aero Club of
Vmerica is now but a local clul) on the same
tandmg with the others, that the Council will see
o It that the club is kept in such position, that
II the future the Council will rule and that the
nly thing the Aero Club retains is its name and
ts international affiliation, that the A C 1 is
equired to represent the National Council' in
iternational matters and to carry out its mission
-that the A. C. A. is "down and out."

On the other hand, it will be the chairman of
tie National Council's executive committee that
! named by the Aero Club of America ; the clubs
ow forming the N. C, it is said liy the Aero

August, igio

Club, are but affiliated clubs of the A. C A com-
o^^ meekly into the fold after rebelling, and in
added numbers; and the A. C. A. never had any
afflHa^td clCbs°' '''''^' °^'' '^' ^"^ half-insurgent
The one inference to be drawn from the situa-
tion is that the Aero Club of America has deciu-
edly increased its strength by inducing the clubs
torming the National Council to become affiliated
under the name of the Aero Club of America
and by naming its own chairman. In return the
A. C A allows the affiliated clubs now known
as the National Council of the Aero Club of
America to merely select the place of holding
any national event which may be won by a repre-
sentative of America.

THE A. F. A. MADE PER.M AN'ENT.

..Those who remained in convention after the
exodus included the representatives of the aero
V ^t °^ Rochester, N. Y. ; Florida. West Side
X. M. C. A., Canada. Amherst and Springfield.
Mass. ; Aeronautical Society of New York, Aero-
nautic Society of New Jersey, Philadelphia Aero-
nautical Recreation Society, the Y. M. C A
'^|"mni Aeronautic Club, and the Southern Aero
Club. Subsequently the repr(>sentative of the
aero clubs of Amherst and Springfield, Mass.,
withdrew and announced he would go with the
other organization. The following officers were
chosen by the Aeronautic Federation of Amenca,
which organization was made permanent :

President, Hudson Maxim, New York, X Y. :
vice-presidents, L. J. Seelev. Rochester, N. Y. ;
George W. Clark. .Jacksonville. Fla. ; Dr. Thomas
E. Eldridge, Philadelphia. Pa. ; Wilbur R. Kim-
ball. New York. N. Y. ; secretary. Thomas A. Hill.
N(iw 'i ork. N. Y. : supervisor, I.ee S. P>urridge.

\ Second Annual Aero Show of the Pacific Aero Club I

Br Cleve T. Shaffer t

,4.4.4.4. 4.4. 4. 4.4.4. 4. 4.4. 4. 4. 4.4. 4.4.4. 4.4. 4. 4. 44,4.4.^5.4.4, 4,4. 4.4,4.4,4,4,^^^^^^^^^^^^^^^^_^ J

" --.-•.•.•- .■ .V .jj^^^, ^^^ placed at rear of motor, both being

mounted on the single upper member of the tri-
angular body, the motor being also guyed to the
lateral wing bars. Dimensions and control similar
to the original "Demoiselle" with the exception
of lateral control, in which the A'endome front
flaps are used. Single surface cloth tacked on
with tape. Lateral beams underneath as in the
Curtiss and Pfitzner.

On the whole, the machine lacked the finish and
careful attention that characjterized the large
monoplane built by Mr. Loose himself. The latter
machine was exhibited without the motor Hs
beautiful lines were admired by everyone. This
was shown in the July issue.

An "all-steel" monoplane was exhibited bv A.
Soring, the ribs even being of small tu])ing 'Sur-
face. 240 ft. Weight, 200 lbs. without power plant
cloth or operator. Three-wheeled chassis, rear
rudder turning with rear wheel, which also car-
ries a supplementary surface, to the rear diagonal
edges of which are attached the two separate flaps
of the elevator. Lateral control by ailerons. One
lever control.

A most curious oddity was the exhibit of Israel
Baylis ; it might appropriately be termed the para-
dox of the show. Whereas all other exhibitors
seeked to eliminate weight, in this case weight
was a desirable factor. The model (see photo),
about 2% ft. square, weighs 00 lbs. and has two
wagon spring.s fixed to the base, between the ends
of which (one on each side) is pivoted a heavy
pendulum. This is to be driven, at a high speed,
by gears and chains from the motor. The in-
ventor claims that a reaction of the machine from
the rapid pendulum blows on the spring ends,
which cause it to lift.

President J. C. Irvine of the Pacific Aero Club
exhibited his battle-scarred balloon. "Queen of the
Pacific." Capt. P. A. Van Tassel was early on
the scene with a new 8,0O0-ft. dirigible, 14 ft.
diameter by 63 ft. long.

Gliders were exhibited by William Kreling.
Ohrt Bros., M. Gunzcndorfer and J. Musser, C.

The second annual aeronautic exhibition of th
acific Aero Club from May 10 to 21, inclusive, at
le Auditorium. San I'''rancisco, was a great suc-
ss from an exhibition standpoint, the variety of
achines giving a liberal education in aeronautics.
one who had seen the first exhibition of the
ub, it ga^e a startling idea of the marvelous
ogress in the science in less than a year, and the
emendous increase in public interest. At the
st show there were but two comparatively crude
achines — the latest show filled the hall and even
truded upon the model flying area, several of
e model flyers, disobeying their rudders, flew
to the big machines lilce angry hornets and tore
nts in their fabric.

Two of the large aeroplanes exhibited had ac-
iilly flown and attracted a large amount of in-
•est on that account. They were the Curtiss-
rring of Whipple Hall of the Pacific Aero Club
d the beautiful large monoplane of George
ose of the Pacific Aero Clul). The latter has
t made extended flights, but is reported to have
ared the ground for a short distance.

The exhibits composed foiu- full-sized aero-
nes (three monoplanes and one biplane), a bal-
n, a dirigible, gliders, models, kites innumer-
propellers. supplies and aeronautic acces-
•ies and a United States signal corps portable
reless set.

A. novelty on the Curtiss was the .'Vft. exten-
n of each end of the upper planes, as shown
photo. This was an idea of Mr. Hall's : he
ims that the additional surface (80 ft.) permits
much slower speed in rising. The short beams
wing bars fit into the end sockets and a bracket
ces them to the end strut.
The little "Demoiselle" monojilane. also exhib-

I by Mr. Loose, was the hit of the show, its
all proportions being somewhat startling to the
itor. The body (not imported) was equipped

Mr. Loose with an extra pair of skids at the
r of the planes. Power plant : A 4-cvlinder

II engine of 35 h. p.. 138 lbs., driving a" Coffin
rabolel" propeller, a small Curtiss type radl-

AERONAUTICS

August, igi

Demoiselle Built By Geo. H. Loose.

Gray and E. Speyer, R. Huglison and L. Schultz,
and the Shaffer Aero Manufacturing and Sup-
ply Co.

Kites, including a Philippine war kite, used as
a target at 600 metres, were displayed at one end
of the hall, while at the other were the large
number of models. Several of the well-known
"parabolel" propellers were exhibited by A. Coffin.

The Pacific Aeroplane and Supply Co. exhibited
several samples of fine work in wing construc-
tion. ^, , ^

The Shaffer Aero Manufacturing and Supply Co.

had a large exhibit of aero supplies, includin
gliders, wheels, tires, propellers, wire, laminate
ribs, tanks, etc. The .\eronautics stand by tl
above company was visited by many of its westei
friends.

The Pacific Aero Club reception room and bool
were well crowded ; many new members ha\
joined since the show.

William Kreling won the glider cup. His glidi
was a beautiful machine "de luxe."

Model contest winners were Waldo C. Brow
Fred Hotchucr and Harold Willots.

Shaffer iVeroMf^& Supply Co

GLIDERS. AERO SUNDRIES ^i^cs
WHITEHEAD MOTORS. :^-m m^_ ji

Aeronautic Calendar for U. S.

.Tuly 9-16 — Toronto. Can., aviation meet.
.July 16-17 — Grand Rapids, Mich., J. C. Mars.
July 16-17 — Decatur, 111., Chas. F. Willard.
July 23-28 — Omaha, Neb., G. H. Curtiss, O r. Th
Wrllniid, J. C. Mars, M^iloriY Eh

Aug." «-6— Pittsburg. Pa.. .T.'^ C.

Aug. 12 — Indianapolis, Ind., balloon race.

Sept. 5-10^ — Lincoln, Neb., exhibition flights by
Wright aviators.

Sept. 5-10 — Hamline, Minn., exhibition flights by
Wright aviators. /

Sept. 12-16 — Milwaukee, Wis.,/ exhibition with
one Wright machine.

Sept. 17 — Indianapolis, Ind., elimination race
for Gordon .Bennett balloon racfi^, i ■ i

exhiliition flights I'

Sept. 10-24 — Detroit, Mich., Wright exhibitic
flights.

Sept. 26-301 — Trenton, N. J., exhibition fligh
by Wright aviators.

Oct. 1-8 — Springfield, 111.
Wright aviators.

Oct. 3-8 — Sedalia, Mo., exhibition flights 1
Wright aviators.

Oct. 8-13 — St. Louis, Mo., Aero Show.

Oct. 15-2.3 — Mineola, N. Y., Gordon Bennett an
other aviation contests.

Oct. 17 — St. Louis, Mo., Gordon Bennett balloo
race.

Dec. 1-8 — Chicago, 111., aeronautical exhibitio
of A. C. of Illinois.

AERONAUTICS

August, I pro

I Chronology of Foi- |

i t

I :: eign Happenings :: I

^ €>

June o. Jlaruel llanriot, aged 15, flew a Han-
riol monoplane cross-country, Betheny to Moiu-
melon, 35 kil.

June 5. Capt. Burgeat, i^^rench military iTyer.
using an autoinette, tiew i hv. 5 m. at Moui-
melou and over surrounding country.

871 MILES FLOWN IN THREE DAYS.

June U. The Anjou meeting closed this day. The
total distance flown by six aviators was l,40;j.4
liils. (871.5 miles). t^ommer machines Hrst and
second ; Farmans ihird and fourth ; Blerlots tilth
and sixth, (.'veatest distance flown without stop :
.Martinet (H. Farmani, 1B8.2 liil. ; Paillette (Som-
uier), l-!5.y kil.; Dickson (,H. Farman), y8.7 kil.;
Lcgagneu.x (Sonmier), 97.8 kil.; Aubrun (Blerlot),
MM kil. $8,S()(> in prizes divided. Martinet (11.
Farman; won Angers-Saumur cross-country race
(42 kil.) in ol m. 35 s. (4'J.5 m. p. h.).

June 7. Marcel llanriot tiew back to Betheny
accompanied by M. Xiel in a Voisin, and Lieut.
Fequent and Cap(. Marconnet in a Farman. The
first two landed at Betheny, while the other, Jjear-
mg the oflicers, went on, over Rheims and back to
Chalons, covering 98 kil. in 1 hr. 37 mln.

June 8. Leon Morane (moditied Bleriot XI
fitted for two people) flew cross-country, Issy to
Toury, with stop at Etampes, 93 kil., in 72 mlns.
Hying time.

Verstraten (Sommer) carried a passenger for 55
mlns.

June 9. Lieut. Bellenger flew a H. Farman 1
hi-. Mourmelon.

WORLD CROSS-COUNTRY 2-MAN DURATION AND DIS-
TANCE RECORDS.

June 9. Capt. Marconnet and Lieut. Fequent,
two military pupils using H. Farman machines,
rt>'W from Chalons to Vincennes, 1(>0 kil., time
2 hr. 30 m. With oil and gas the weight carried
was 462 pounds. Capt. Marconnet held the map
and took photos.

June 10. Dubonnet (Tellier) flew 120 kil. at
Juvisy track.

2-MAN MONOPLANE RECORD.

June 11. Leon Morane (Bleriot) beat the
world's monoplane passenger record, flying in a
circle over Toury for 1 :30 :00.

June 11. At Juvisy meet, Dubonnet flew 65.36
kil. in 1:14:00; Didier (H. Farman), 57.8 kil. in
1 :04 :00.

TWO-HOUR FLIGHT.

June 11. Budapest meeting closed. Total time
10 machines flew, 50 h. 16 m. 48 s., and still
other machines flew not entered for duration
prizes. This time runs from more than 12 hrs.
for Nicholas Kinet (IL Farman) to 2 hrs. lor
Mme. de la Roche. Longest flight without landing
prizes awarded as follows: Wagner (llanriot),
2:03:46; Illner (Etrich), 1:45:40; N. Kinet (H.
Farman). 1:44:50: Wachalowski (II. Farman),
1 :13 :29. The greatest distance in one flight was
137 kil. bv Wagner.

June 12. Capt. Marie (H. Farman) flew for
1 :10 :0G and 1 :05 :00 on the same day.

June 19. The German Clouth airship sailed
from Cologne over the French and Belgian fron-
tiers unnoticed, landing at Etterbeck, near Brus-
sels, Belgium. The distance covered was about
125 miles and the duration 5 h. 20 m.

June 20. Labouchere (Antoinette) flew from
Mourmelon to Betheny. Recently while carrying
a companion, at Chalons, Labouchere proposed a
drink and proceeded to fly to a cafe at Mour-
imelon. Served, the return was made to the
camp.

Passenger car of the " Deutschland" Airship

Sommer has delivered his first military aero-
plane to the French army alter a demonstration
flight of 2:10:00.

PASSENGER AIRSHIP MAKES LONG TRIP.

June 20. Leaving Friedrichschafen the new
aerial liner "Deutschland" (Zeppelin VII.) sailed
to Dusseldorf, a distance of about 311 miles, the
trip lasting 9 hours. Count Zeppelin was in com-
mand, and there were a dozen others on board.
The new Zeppelin is similar to its recent prede-
cessors, except that there is an inclosed gangway
connecting the two cars and between them is the
compartment for passengers. The walls are of
mahogany covered aluminum and the furniture
consists of wicker chairs. The length is 148 m.
(485 ft.) and 14 m. in diam. The capacity is
19.000 cu. meters.

June 21. Tab«;teau (M. Farman) flew 1:14:00
at Buc. covering about 108 kil. over nearby towns.

June 23. Lieut Fequent flew from Issy to Vin-
cennes on his H. Farman. f ^y \.

June 24. The "Deutschland" undertook its Arstp. U^ ^
regular passenger trip, with a crew of 12 and 20 \i'^^
passengers. Throe hours were spent cruising ^ "^
around Dusseldorf. During part of the time there
was wind and rain, but the elements seemed to
have no bad effect.

2775 MILES FLOWN IN A WEEK.

June 25. Rouen meeting closed. The total mile-
age flown was 2775 miles (4469 kil.) divided
among various machines as follows : IT. Farman
1095, Bleriot 900s -Vntoinette 713, Tellier 507.
llanriot 489, Demoiselle 261. Sommer 411. Brcguet
36. Voisin 57 kils ; $30,654 distributed in prizes.
The greatest total of flights by one man was 464
miles, bv Bertram Dickson. The longest distance
flown without stop was by Dickson (II. Farman),
141 kil., in 2 :2T :44.

AIRSHIP "DEUTSCHLAND" DESTROYED.

June 28. The Deutschland. carrying a crew of
1-^ and 21 passengers, left Dusseldorf for a 3-
hour trip. One of the propellers stopped after 2
hours, and a storm rapidly came up. Findmg It

L ;

AERONAUTICS

August, ipiO

impossible to reach Mnnster, Osnabruck was made
for. but as the ship had been in the ajr 9 hours,
tlie gasoline supply gave out, and left the vessel
at the mercy of the storm. It finally settled down
on the trees of a forest, and the passengers es-
caped with their lives.

June 29. Lieut. Savoia made a cross country
flight of 40 miles from Centocelle, Italy, and the
day following one of 22 miles in his H. Farman.

June 30. S. F. Cody tested his new biplane.
The twin propeller system has been abandoned.
Two engines have been fitted to drive a single
propeller. Either can be operated individually.
After making two circuits of Laffan Plain a gust
of wind caused the machine to fall, and Cody
vi'as pinned unconscious in the wreckage. The
two engines are of the 50 h. p. 4-cyl. Green type.

Jllne .30. Labouchore (Antoinette) and C. L.
W^achter^ (Antoinette) flew from Mourmelon to
Betheny for the meeting there.

July 2. The Wolverhampton. England, meet
closed. Grahame-White ( Farman ) was longest in
the air in one flight, 1:15:38: L. D. L. Gibbs
(Farman) second with 1 :13 :5.

$5,000,000 FOR AVI.\T10X.

July 2. The Italian Chamber of Deputies has
granted about .$5,000,000 for construction and
maintenance of aeroplanes and airships.

FUEXCH EXTllIES FOR IXTERXATIONAL.

July 3-10. Seventy-six entries in the Rheims
meeting. Monoplanes entered, 29. Leblanc,

Latham and Labouchere were picked to represent
France in the international at Mineola, L. I. In
Leblanc's flight he broke the 5, 10, 50, 60, 70, 80
and 90 kil. speed record.

BARONESS MEETS WITH ACCIDEXT.

July 8. Baroness de la Roche met with an
accident at the Rheims meet, suffering severe in-
juries. She had apparently become unnerved by
the close passing of two other aeroplanes. One
of the passing aeroplanes flew directly over her,
and it is thought that the draft from its pro-
peller made trouble for the baroness.

GRAHA.ME-WHITE FLIES 90 M. CROSS COUNTRY.

July 11. Grahame-White flew a distance of
901/2 miles in to the Bournemouth aviation grounds
where a meet was in progress, in 2 hours 35 min-
utes. On .July 7 he started from Loudon to make
the entire distance, but an accident compelled him
to land after going but a short distance.

BRITISH ALTITUDE RECORD.

J. A. Drexel made two ascents on July 11 at
the Bournemouth meet of 1950 and 2493 feet alti-
tude in his Bleriot. On June 20 he went up ti>
1070 feet.

New Prizes Abroad.

The London Daihj Matt has announced the con-
ditions for its new .$50,000 prize. The contest is
open to the entire world, to be held the second
week of July, 1911. The winner will be he who
starts from a fixed point near London and com-
pletes a l.OOiO mile course laid out over various
cities iii England and Scotland, and making a
complete tour of Great Britain.

The Automobile Club of France offers a $30,000
"(Jrand Prize" for an aeroplane flight from Paris
to Brussels and return, divided between the three
who cover the course in the fastest time before
January 1, 1911, the machine to carry two people,
or two with ballast enough to make up a weight
of 150' kgs. Must be made within 36 hours, start-
ing from Issy. One descent at Brussels is obli-
gatory. To take not more than 3 hours.

$10,000 is offered for dirigibles over a course
Paris to Rheims and back, given to the pilot
making the best time before January 1, 1911.
Start and finish at Vincennes. One descent obli-
gatory at Rheims, where an extra passenger must
be taken up of a weight of 75 kgs. Duration of
landing counts as part of the time.

M. Lazal-e Weiller, who was connected with the
French Wright Syndicate, has offered the Wal-
Minister of France a $5,000 prize for a dispatch
carrying competition lietween military aviators,
carrying a passenger.

The H. Farman instruction biplane covers prac-
tically every day a total distance of 200 kils. with
two on board.

AEROPLANE RISES FROM WATER.

Henri Fabre. with a monoplane of 50 h. p..
Gnome engine, mounted on 3 hydrocurves, has
been able to fly a distance of 5 kils., rising and
alighting on the water. The speed attained was
100 k. p. h. The speed is 14 m.

One hundred and eleven aviation pilots here
received licenses from the Aero Club of France.
These are divided among various makers of ma-
chines, as follows: iMme. de la Roche is the
sole woman pilot.)

Bleriot 24 ; Curtiss 2 : R. F P. 1 ; II. Farman
30; Voisin 15; M. Farman 1; Wright 10; Antoin-
ette 9 ; Demoiselle 2 : Sommer 4 ; Hanriot 2 ; Tel-
lier 1 ; Nieuport 1 : Breguet 1 ; Sanchez-Besa 1 :
Goupy 1 ; Unnamed 6.

Aeroplane and Airship Casualties.

VICTIM OF ms OtVN COURAGE.

June 18. Thaddeusi Robl, ^ho learned to fly a
Farman, was killed at Ste-tWif, (Jermany. The wind
was blowing and no aviator would fly. The crowd
became angered, and called for Robl. who at-
tempted a flight. Descending from a height of 2(io
feet, a gust caught him and he was buried undi'r
the wreckage, with his neck broken. He expired
in a few mom^nt_s^

i^achter's^eroplaxe falls.
At the of> T^ing trTan aviation meet at Rheims,
July 3, Chas. Louis Wachter met his death in an
Antoinette aeroplane. The wings seemed to fnld
u]). letting the machine drop without resistance to
the ground from a considerable height.

Oscar Erbsloh

DIRIGIBLE explodes.

On July 13. Oscar P^rbsloh, the winner of the
Bennett balloon cup at St. I.,ouis. 1907, with four
companions fell from the non-rigid dirigible "Erbs-

AERONAUTICS

loh" when it was at a height of over 900 feet
The cause is stated to be the bursting of one of the
ballonets. It is thought possible that the expan-
sion of the gas at the high altitude caused the
bag to burst.

The airship had a cubic volume of 290O cubic
meters, was 53.2 meters long and 10 m. diam.,
driven by a 125 h. p. Benz motor. The speed was
29 m. p. h. and could carry 6 people. The pro-
peller was forward, of 2 blades, and 4.5 meters
diam.

DE-Vjat—ttF ROLLS.

The Hon. C. S/Roll^ met with his death at
Bournemouth, Eng.>sjjil^l2, while flying his Short-
Wright machine in a contest for landing nearest
to Si predetermined spot. Just what happened it
is impossible to determine at this moment. The
motor had been shut down previous to the glide
down.

The Hon. C. S. Rolls, son of Lord and Lady
IJangattock, has been one of the foremost in aero-

Augusi, igio

nautic sport. When the automobile came into
being ho was an ardent supporter, winning several
races. He has made more than a hundred balloon
ascents, and last ,year took up the aeroplane.
Recently he jumped to the front with hour flights
and more, crossing the English Channel and re-
turning without stop.

OTHER DEATHS IN POWER MACHINES. "

Sept. 17, 1908, Lieut. T. E. Selfridge, at Wash-
ington.

Sept. 7, 1909, E. Lefebvre, Juvisy, France.
Sept. 22, Louis Perber, Boulogne, France.
Dec. 6, A. Fernandez, Nice, France.
Jan. 4, 1910. Leon Delagrange, Bordeaux,
France.

.Vpr. 2, Hubert Leblon, San Sebastian, Spain. ^yf ^T

May 13, Hauvette Michelln, Lyons, France "s*-^^^

June 18. Thad. Robl, Stettin, Germany. ^^--^

July 3, C. L. Wachter, Rheims, France. ^---^

, Zosely, Budapest. , ^-'"'^ f

jAd¥-4fi , Dankl Kiiiet.,Di ubseKs, Belgium. ' l'Vsj'i/->rJ ^y\J vJLA

• ' - - - ^ X . V ^ ^ ^ » , ' ~ A y ^-—

■«< — eV "^^ -'i.S'lK

"Cl.^ !/.£

THE NEW FARMAN MONOPLANE

Henry Farman has begun trials with a new
monoplane. The spread is 23.6 ft., depth 6 ft. 6
in.; the tail measurements are 9 ft. 10 in. by
3 ft. 3 in., and the overall length of the machine
is 26 ft. 2 in. The supporting surface is practic-
ally 190 sq. ft. So far as can be gathered from
examination, the wing curvature is the same as for
the standard biplanes. The tail is 9.8 ft. by 3.28
ft. The total weight of the new machine is given
as 6G0 lbs.

Lateral stability is secured by two ailerons of
the familiar Farman type. The Farman is the
only successful French monoplane employing aile-
rons, the Antoinette having abandoned them in
favor of flexing the wing, Bleriot, Tellier and Han-
riot never having employed them. The horizontal
tail member has one half of its surface fixed
and the rear i)ortion hinged to form an elevator.
On the more recent biplanes the extremity of the
upper tail member has been made pivotable, to
operate in conjunction with the front elevation
rudder, but this movable surface was only about
one quarter of the whole ; on the monoplane it is
half the depth of the plane. The rudder is
mounted entirely above the horizontal plane, and
had ahead of it a triangular shaped pin.

The fuselage is a triangular structure imited at
the forward end by steel girder work in the form
of a cross, the center of which serves to receive
the mounting of the fixed shaft of the (inome
motor. The four main frame members are united
by suitable stanchions, and trussed with piano
wire; they ar»> not united at the rear. The wings
are not mounted directly on the fuselage, but i\rc
carried almost two feet above it. This places the
pilot, the motor, and the petrol and oil tanks on a
lower plane than the bearing surface. A trian-
gular structure receives the wings, and at the
same time serves for the attachment of the run-
ning gear.

At right angles to the longitudinal frame mem-
bers are two vertical members, attached to the

Vhotn hii F.ihrin Levick, N. Y.

steel girder work on the fore end of the fuselage,
and mounting aliove the level of the wing and
descending considerably below the level of the
frame. From the lowest point of these two "up-
rights are two similar members inclined towards
the rear, attached to the two longitudinal members
of the fuselage, and receiving on their upper ex-
tremities the rear transverse girder of the wing.
This, as can readily be seen from the illustration,
forms a triangle— or really two triangles, one at
each side of the fuselage — the apex of which is
near the ground, and receives the axle of the
running wheels and the base above the main
plane.

The rear plane is mounted directly on the fusel-
age, with the hinged portion overhanging in order
to allow free movement. The rudder and fin are
mounted above the fuselage, and consequently
above the horizontal plane. There are neither
shock absorbers or skids, the aeroplane starting on
two small diameter pneumatic-tired wheels mount-
ed on a steel axle passing through the points of
th<' two triangles already described. Towards the
rear of the aeroplane is a simple type of skid to
prevent the tail from trailing On the ground. The
|)ilofs position is within the fuselage, just to the
rear of and below the level of the wing.

The fuselage is not encased. The motor, of
course, is in the usual position ahead, overhang-
ing the extremity of the fuselage. It is the stand-
ard type of Gnome, with a two-bladed Chauviere
propeller. Placed below the level of the wings,
the jiilot has the advantage of being able more
correctly to estimate his distances for landing
than is possible when carried slightly above the
wing level. Furth(n-. this advantage is gained
without any loss of protective material in case of
a rou-rh handling, there still being the motor and
half the length of the fuselage ahead, the wings
on each side, and the running gear below, to
take the shock before the pilot can be reached.
The machine's first appearance in competition will
be interesting.

Aeronautics

August, 10 id

MX6^i^i^i^

International Aviation Tournament at
Mineola.

The national and international aviation meet-
ing for lyio will be held near Mineola, L. I.,
about one mile east of the present aviation field,
beginning Oct. 15 and closing Oct. 23. The inter-
national speed contest for the Gordon Bennett
trophy will take place on Oct. 22.

For this contest there will be at least 11 com-
petitors — three from France, three from England,
one from Italy and three from America. Elimina-
tion races for the selection of the French team
were held in Rheims, July 5, when Latham, Le-
blanc and Labouchere were chosen. Latham uses
an Antoinette and the other two Bleriots.

Grouped about the international speed champion-
ship contest will be an interesting program of
events, including many novelties and extraordinary
feats for aeroplanes. This program is now being
arranged, and will be announced as soon as pos-
sible. Cash prizes amounting to about $50,000 will
be awarded for the most important achievements,
with several special prizes for other events.

Contracts are soon to be awarded for the build-
ing of the grand stands, aerodromes, etc., and
the field, two and one-half miles in length by
one mile in width, is now being put in proper
shape.

In addition to the regular challengers for the
International trophy, it is expected that a large
number of foreign and American aviators will take
part in the general program. Inquiries have al-
ready been received from many European aviators,
and no doubt many machines will actually fly over
the course during the meet. It has not yet been
determined who the American cup defenders will
be, but it is expected that Glenn H. Curtiss. win-
ner of the trophy last year, will be one of the
three.

Lawrence L. Gillespie of the Aero Club of
America, chairman of the subscribers' committee,
reports good progress in raising the $250,000 neces-
sary to finance the meeting. The committee has
appointed Gage E. Tarbell as general manager and
Byron R. Newton as assistant manager, with offices
at 320 Fifth Ave. Announcement of the prizes
and program will soon be made.

Aviation Treaty Between Mexico and the
United States First of Its Kind.

By E. L. Ramsey.

THE Foreign Office confirms the statement that
negotiations are under way for the celebra-
tion of a treaty between Mexico and the
United States for the purpose of regulating aerial
traffic over the border line of the two countries
with the special view of preventing smuggling.

So within a short time it will be illegal for an
American to visit Mexico in an aeroplane or dirig-
ible balloon, because it would violate the treaty
which is being negotiated between the United
States and Mexico.

Charles K. Hamilton has already crossed the
Rio Grande at Ciudad Juarez and El Paso in an
aeroplane, and the long fliglits that are now being
made are sufficient notice that such events will
not be remarkable in the future. This makes It
necessary for the two governments to extend the
provisions of their treaties regarding immigra-
tion and the collection of customs duties so that
inspections may be made In the interior as well
as on the border.

The officials of the State Department have made
many favorable comments on the advantages to
be derived from such a treaty.

.\MERIC.\XS 10 FLY IN MEXICO NEXT FALL.

Joseph Hidalgo and Sparks M. Berry, of Los
Angeles, have made proposals to take part
in the centennial celebrations in Mexico City this
tall. They propose to bring a number of aero-
planes, with expert aviators, dirigible balloons and
several aerostats. This has given rise to new
hopes on the part of Governor Lie Landa y Es-
candon of the Federal District to make this one
of the drawing cards of the event.

The matter will be discussed by the national
centennial committee, of which Mr. Landa y Es-
candoa is the president, at the next meeting, and
no reply will be given to either of the proposals
until then.

Terms of Chicago-New York Fhght An-
nounced.

Dates have been set for the contest to be held
under the auspices of the New York Times and the
Chicago Evening Pout from Chicago to New York
for a prize of $25,000. The race will start Oc-
tober 8 from the Windy City.

A resume of the conditions follows : Enti-ies
may be made at any time after publication of the
terms. There must be at least ihree competitors
or no race. The start shall be 10 o'clock a. m.,
or as soon thereafter as may be, and shall be
simultaneous, if possible. In case of uad weather,
the start may be postponed from day to day until
Oct. 15. Each entered machine must be in Chi-
cago by Oct. 3 and give daily trial Uights until
start. The race must be finished within 168
hours from the start. Stops unlimited. Each en-
trant must have a verified record ot one hour s
continuous flight in Chicago between Oct. 3 and 8.
Repairs may be made en route, but aviators must
finish in the same machines they make the start.
If the start is simultaneous, the lirst machine that
reaches the finish vk'ithin the rules will be ad-
judged winner, but in case the entrants start at
intervals, due allowance will be made. A flight of
equal or of greater length than the proposed course,
prior to the race in this country, shall serve to
invalidate its terms. The promoters of the event
reserve the right to delegate the management of
the affair to a recognized aeronautical society if
such a course is deemed advisable.

Public school 77 of New York celebrated a
"safe and sane" Fourth by having a free balloon
ascension in addition to kite contests. It was not
intended to be of the free variety, but the bag
took charge of itself and sailed over to Mas-
peth, L. I.

An 18-ft. balloon was furnished by A. Leo
Stevens and a generating plant was installed in
the Central Park yard at 97th St. After infla-
tion was complete, the balloon was guided over
and under trees in a brisk breeze, up Eighth Ave.
to lOGth St., sustaining small holes in the Journey.
These were patched up, and the balloon, decorated
with flags, was sent up at the end of a 2,0O0-ft.
rope. In pulling the balloon down in the late
afternoon, the rope broke and the balloon slowly
went out of sight. Not being quite full, there
was ample opportunity for the gas to expand.
When found, it showed signs of having burst
at a great altitude.

Cliftou O'Brien of the Pacific Aero Club is
flying a Farman type biplane with a 60 k. p. Hall
engine.

Aeronautics

August, 19 10

St. Louis Aero Show.

That exhibits of complete aeroplanes and motoi's
built expressly for aerial use will be the feature
of the St. Louis National Aero Show, in the
Coliseum, Oct. S to i;!, is now assured by con-
tracts for floor space which have been made by
several well-known coneoms, among them the
agents for the Gnome motor, to which Paulhan
and L'arman attribute much of their success.

Complete aeroplanes and a new aero motor will
be shown by the Aerial Navigation Co. of Girard,
Ivans. This concern has already completed three
machines of the same type, which are reported to
have been sold, and has now constructed three
more.

The Aeromotion Co. of America (St. Louis j has
taken space in which to exhibit the Gnome motor,
and lias reserved additional room for exhibiting
two types of foreign-made aeroplanes for the
agency of which they have about completed nego-
tiations. Marc Seguin of the Aeromotion Co.
cabled to the t'rench house of Gnome motors before
taking space and learned that the company could
furnish a motor for exhibition at the time of the
show. It will probably be the tirst Gnome motor
siiowu in St. Louis.

Another type of rotary motor, which works upon
practically the same principle as me r'rench-made
Gnome, will be exUioited by the nolmes Kotary
Motor Co. of Denver, Colo. The western Oil
i'ump and Tank Co. (St. Louis j has tauen space,
and will exhibit its regular line ol laniis and self-
measuring pumps, but in addition 10 this, it is
rumored that this company will show something
novel in the way of an aei-ial accessory which will
be of considerable importance to airmen.

The Aeronautic Supply Co., which has just
opened a store on Olive St. ia the heart of the
automobile district, will be another St. Louis ex-
hibitor, showing practically everything for the
construction of complete planes as well as the tin-
ished machines. Tuis concern has already placed
St. Louis in an important position as far as the
aeronautic industry is concerned. It was the first
aeronautic supply house in America, and it is said
that its present number of clients is 3,000 people,
embracing the entire country, Canada and Mexico.

The eight or ten airmen about to take part in.
the novice meet of the Aero Club of St. Louis are
very much interested in the coming aero show,
and have expressed their intentions to have ex-
hibits there, provided they are successful in their
work this summer.

Hamilton Tries Two Cycle Engines.

Charles K. Hamilton, who has split with Cur-
tiss, has borrowed for temporary use the Curtiss
type aeroplane built by Fred Shueider for G. E.
DeLong of the Elbridge Engine Co. of IJochesier,
and expects to use it in demonstration flights at
Mlneola until his own high-powered racing ma-
chine is completed, which will probably be the
lirst part of August. The De Long machine is
equipped with an Elbridge two-cycle 40-t;0 h. p.
engine, Bosch magneto and Requa-Gibson pro-
peller, El Arco radiator and Harttord tires. This
is the same machine which Dr. Greene flew at
Rochester.

C. W. Bennett, who was associated with Messrs.
Wilcox. McDonald and Carruthers in getting up
the Montreal meet, h,as disposed of his interests
and has joined hands with the Aviation Co. of
Canada.

The Aviation Co. of Canada has been organ-
ized with oftices at 201 St. Catherine St.. Mon-
treal, with the primary object of promoting so-
called "meets," supplying fairs, etc., and has
secured representation in the maritime provinces
and the west.

John McGovern on June IT delivered a panegyric
an hour and a half in length, entitled "The United
Brethren. Wilbur and Orville," at the Press Club
of Chicago.

Rules for $15,660 Prize.

The rules for the Edwin Gould $15,000 prize
have been formulated, and are, in short, as fol-
lows :

For the most perfect and practicable flyer
designed and demonstrated la this country,
having two or more power plants, capable
of working independently or in conjunction.
File compleie specitications and drawings
with contest committee, Scientific American,
361 Broadway, New lork, on or before June
1, 1911. Contest takes place July 4, 1911, -
and following days. Two machines must
enter or no award. -^

Before competing, applicant must have
made flight at least one hour, using but one
power plan-t,_iuid must also in same flight
drive engines alternately and together. Open
to any gasless apparatus. No entry fee.
Location of place of trial to be announced
about June 1, 1911.

Kite Contests at Mineola.

Edward Durani is directing kite flying and
model contests every Saturday at Mineola. Two
score boys started the rtrst of the series on July
•4th for a cup ofl'ered by Mr. Durant. At the end
of an hour many of the kites had escaped and
the contest was brought to a close. The three
prizes went to Frank Krug, John Kinsella and
Carl Morehouse respectively.

Pennsylvania Club Has Grounds.

The Pennsylvania Aero Club is building six
sheds at Clementon, N. J. Edward Augsberger is
working on his machine in one shed, the Lesh
aeroplane belonging to Herbert Ilazzard is another
and Louis Bergdoll who bought a Bleriot some
time ago will probably use another shed. A meet
is in anticipation for the Fall.

Armour Institute's Aero Course.

The rapid development of aerial navigation has
led the Armour Institute of Technology to offer
instruction in the more important branches of
this subject. The object of the course is to pre-
pare students for experimental and practical work
in aeronautics.

The elements of what is known of the scientific
principles upon which the art of flying is based
are taught. Students are made aciiuainted with
the work and results of the principal experiment-
ers ; and also with the methods of construction
now used in successful air ships and aeroplanes,
including motors. These courses are elective and
open to Juniors and Seniors of all departments.

The subjects of instruction are :

.\ERODYXAMICS.

The work in this subject includes the study of
fluid resistance, stream line forms, the economics
of flight, the theory and efficiency of the screw
propeller, and experimental aerodynamics. Pub-
lished accounts of experiments, including the latest
available, are drawn upon for data on which to
base mathematical studies of the problems of

Text-book : Lancaster, Aerial Flight, Vol. I.
Aerodi/nainicf<, supplemented with lectures.

Two hours per week during the second semester
of the Junior year.

.\KKO.\AUTICAL DESIGNING.

The studies include the stresses in the principal
tvpes of balloons, air ships, and aeroplanes now
in use ; and the designing and detailing of these
structures.

Lectures with problems assigned for solution
I)v the students.

' Two hours per week during the first semester of
the Senior year.

GAS ENGINES.

Elementarv theory, construction, and practical
working of ligbt weight gas engines.

Two hours per week during the second semester
of the Senior year.

AERONAUTICS

August, igio

Death of A. L. Pfitzner.

Ai L. Pfitzner, who was employed by G. II. Ciir-
tiss to design the present 4-cylinder Curtiss engine,
then building and flying a monoplane of his own
and later experimenting with the Burgess aero-
plane at Marblehead, Mass., on July 12, went out
in a boat and shot himself, falling into the water.
The boat was found adrift. In it was his hat
and coat and a note asking the finder of the boat
to return it to its owner. The reason for his act
is thought to be despondency. His loss is keenly
felt by all those who knew him.

Mr. Pfitzner had been fairly successful in flying
the Burgess aeroplane, and had made numerous
flights on his own machine, as recorded in Aero-
nautics. On July y he made a flight of about ."J
miles. When directly over the river at IMum
Island, where all of the flights are being made
with the Burgess machine, a gust of wind hit the
machine and both the aviator and the aeroplane
landed in the water.

On July 8 he made a flight of a couple of miles
and then landed, due to the overheating of the
engine.

Meets Death in Glider.

Eugene K. Speyer, of San Prancisco, Calif., a
young lad student, who with his "pal," Carlton
Gray, had built a biplane glider, was killed on
June 1 during his first experience at gliding,
while towed by an automobile. Evidently fright-
ened by the speed and a contrary gust of wiud,
he turned his front rudder down and the machine
hit the ground and turned a somersault, breaking
the boy's ribs and resulting in his death a few
minutes later in the hospital. Speyer was quite
insistent on being the first to try the machine
and would not even toss a coin for choice.

The Wright Suits.

New York. July 1. The U. S. Circuit Court
of Appeals yesterday denied the motion on behalf
of the Wright Company asking that the Curtiss
concern put up a bond to protect the petitioner
from loss in the event of winning the patent
suit. The petition sets forth the loss being done
the Wright Company by the flights of Curtiss and
Hamilton and others using Curtiss machines. In
the last issue the dissolution of the injunction
against Paulhan and Curtiss was announced.

The suit against Saulnier has been dropped as
he left the country. Pressure of work that has
seemed more important has prevented suits being
brought against Harmon and other alleged in-
fringers but the matter is not being held open
awaiting final decision on the original suits. The
Wright Company in the near future will proceed
against every infringer who is injuring its busi-
ness.

The Wright Co. hns filed a demurrer to the
action brought by Charles Lamson alleging in-
fringement, stating that the bill of complaint
does not show whether the infring-emeiit was com-
mitted by the defendants jointly or severally,
and that it does not aver execution of the letters
patent according to law.

WltlCiHT.S .M.SDE DOCTOR.S OF L.\W.

Oberlin College has conferred upon Orville and
Wilbur AVright the degree of Doctor of Laws.

Balloon Races Off.

The balloon race scheduled at Peoria, July 5-0,
was called off. A storm upset the plans for the
St. Louis race on June (J-T and the balloons had
to be deflated to save them.

Octave Clianute, who was taken ill in Paris
last month, is reported in a cablegram to his son,
C. D. Chanute, No. G047 Jefferson Ave., Chicago,
to be better. The message says : "No cause for
alarm."

CLASSIFIED ADVERTISjING

TYPEWRITERS. — All makes. Caligraphs .^O.Do ;
Hammond, Hensmore $10.00i; Remington .$fJ.(H);
Oliver !i;24.00 ; Underwood $30.00. 15 days' frr,
trial and vear's guarantee. Harlem Typewrit ii
Exchange, Uept. F 18, 217 West 125th St., N.w
York City.

AEROPLANE — Position wanted by woodworkn
and mechanic experienced in aeroplane and ga>
engine work. DAVIS, care of Aeronautics.

NO INFRINGEMENT — I am patenting des i t; 1 1
of aeroplanes, with no vertical rudder, which
does not conflict with Wright patent. Need mod-
erate capital to build. ENPERIENCED, care of
Aeronautics^

BALLOON FOR SALE— New, 35,000-ft. balloon
in fine shape. Full equipment and instruments.
Cost .fT50. What will you pay or trade?
E T ' ( ; i: N i: brown, Peoria , 111.

FARMAN AEROPLANE^ — ^For sale cheap. The
identical Farnian aeroplane vvhicli won endurance
prize at Rheims. France, for flight of over three
hours. New ijower plant. J. W. CURZON, Haw-
thome Aerodrome, Hawthorne, 111.

THE "WHITE ROTARY" ENGINE WILL
M.\KE YOIR MODEL FLY. WRITE ABOUT IT.
MINIATURE AEROPLANE WHEELS, RUBBER
TIRED. VERY STRONG AND EXTRA LIGHT.
SUPPLIES FOR YOUR MODEL. WHITE AERO-
PLANE CO., 15 Myrtle Ave., Brooklyn, N. Y.

FOR SALE — One 110,000 cubic foot balloon,
holder of world's speed record. Also one 40,000
cubic foot balloon complete. Make offer. C. A.
Coey, 1710 Indiana avenue, Chicag^o^

WANTED. — Capital to develop or construct
"Man-Carrying Aeroplane," entirely original in-
vention on new scientific principles. Patents
granted in all civilized countries on miniature
models which will be sent to interested parties
for the price of one dollar. No other miniature
flying machine stands comparison in its simplicity
and stability of construction and wonderful ac-
tion. Will flv under any condition of wind. For
further information write E. EICHENFELD, No.

11 South 7th St., Minneapoli s. M inn.

MEC}IANICAL~ENGINEKR wishes position as
charge over aeroplane building ; has 7 years' ex-
perience in aei'oplanes, motors and experimental
work. Address M. E., c. o. Aeronautics.

Having developed a totally new device for auto-
matically balancing and steering aerial crafts. I
wish to co-operate with a party, willing to fuinish
a few hundred dollars for building and demonstrat-
ing the same in a flying craft of any make.

This apparatus embodies principles and features
of the highest importance and value, and will be-
come fundamental and indispensable to aerial navi-
gation.

Leading featui'es of the apparatus :

Size 10 in. x 10 in. x 20 in. balances the largest
craft, be it Wright, Curtiss, Bleriot, any dirigible,
etc.

Possesses a positive, non-osciUutahle, vertical
(fundamental requirement) controller at all times
that is perfect, and will never and can never be
radically changed or improved upon.

Balances flying machines v^'ith their planes in
tilted, warped, ascending, descending positions with
utmost accuracy.

.\11 steering mechanism combined in one hand
wheel.

Flying in horizontal, ascending, descending, di-
rections, circular, spiral curves of any radius by
predetermined action on this one hand-wheel with-
oitt evei- interrupting the automatic balancing nj)-
erations.

Patents applied for in several countries. An
early demonstration of tliis invention, presented
here without exaggeration, is the principal motive
for advertising it. Address :

G. GAWLET,
2.318 Sixth Ave., Seattle, Wash.
(.Continued on page 75)

AERONAUTICS

August, ipio

I :: BIBLIOGRAPHY ::

rLYiNGMA([1l[1[5

(ONSTRuoioraRKnon

JMKI1»HRUSStll-(H&MUTE ,

Flying Machines: Con-
struction and Operation,
is a new book announced
by the Charles C. Thomp-
son Co., of Chicago. It
will be ready for distri-
bution June I. The au-
thors are W. J. Jackman
and Thos. H. Russell,
both well known as
writers on mechanical
topics. Octave Chanute,
C. E., a recognized au-
thority on aviation, con-
tributes a chapter on
"Evolution of the Two
Surface Flying Machine,"
which will undoubtedly be of interest and
benefit.

While many valuable works on aviation are
in circulation, the preliminary announcement
of "Flying Machines : Construction and Opera-
tion," makes plain the fact that this is some-
thing different. In the words of the publishers
it is a "show how" book for novices who wish
to construct and operate flying machines. With
this purpose in view it is strictly non-technical
and easy to understand.

For sale by Aeronautics at $1.50 in leather;
$1.00 in cloth.

Les /Aeroplanes de 1910 by R. de Gaston, sec-
retary of the French Society of Aerial Naviga-
tion. Preface by M. J. Armengaud, and a
study on propellers by M. V. Tatin. Librarie
Aeronautique, 32 rue Madame, Paris. Price 4
fr.

A technical study of the principal aeroplanes
of 1910, usually showing drawings, which gives
in brief space very complete data, figures,
scales and comparative tables. This is a work
of real value to the experimenter and to the
student of aviation.

The Sky-Man is the title of a new and ab-
sorbing book just brought out by The Century
Co., New York. A pleasure yacht goes up
into the wilds of the frozen North, searching
for some signs of a lost vessel which con-
tains an Arctic explorer and his party. On
board the yacht is a young girl. Jeanne Field-
ing, the daughter of that explorer. Up into
the same region of the North comes a young
man, Philip Cayley. who has long been an
outcast from civilization, because of a crime
of which he was not really guilty. He has
taught himself to fly with a pair of giant
wings whose motive force is the muscular
power of his own body. Wild chance and a
quick succession of stirring adventures leave
the "sky-man" and the young girl alone to
fight privation and darkness through an Arctic
winter. Of course, there is a villain in the
case, a half insane Norwegian sailor, whose

stealthy appearances make life miserable for
Philip and Jeanne.

It is a book which appeals to the imagina-
tion — a story not sociological nor with a prob-
lem in it, but of the kind of adventure that
one finds in "Robinson Crusoe" and "Treas-
ure Island." For sale by Aeronautics at $1.30.

The Epitome of the Aeronautical Annual. Mr.
James Means, who pul)lished the "Aeronautical
Annual," in. 1895, 1896 and 1897, has completed an
epitome of these volumes, all three numbers of
the Annual being now out of print. Mr. Means"
Annuals have been of great value to experiment-
ers but are not so well known to present-day en-
thusiasts. A vast amount of good information
will be obtained from this boolj. The principal
articles of the tliree previous volumes are in-
corporated in tlie epitome, with several new ones.
The article by Octave Chanute on "Soaring
Flight." printed in Aeronautics for April, 1909.
has been substituted for Mr. Chanute's two pre-
vious articles in the Annuals. Prof. A. Lawrence
Itotch lias written a chapter on the relation of
the wind to aerial navigation, and the history of
the Blue' Hill Observatory is given up to date.
For sale by Aeronautics at .$1.12.

Tlie Art of Ariation. by R. W. A. Brewer, a
■•Handbook upon Aeroplanes and their Engine.*, "'
with notes upon propellers. 8vo., cloth, 253 pp.
fully illustrated with 12 large plates. This is
a very practical book and will be of value to
anyone who can make use of higher mathematics,
although the theoretical is done away with. The
tallies of weights lifted at various angles, wind
pressures, etc., will be found of value. Contents
include: Comparison of Monoplanes and Biplanes;
Form, Support, Stability, Weight and Horse Pow-
er: Herson's Machine; Engine Problems (This is
quite exhaustive) ; Descriptions of Engines (Many
engines are described in detail) ; Propellers, Rela-
tion between Pitch Speed, Thrust and H. P. ;
Efficiency of Propellers by Various Methods. Ta-
bles ; Materials of Construction ; Details of Manu-
facture; Successful Monoplanes: Biplanes: Wright
and Voisin Compared, Tables of Leading Machines;
Progressiva KicordS ; Art of Flying, Gliding, etc.
Price. $:!..'i(t. from Aeronautics.

IIou- to Build an Aeroplane. This is a new book
translated from the French of Robert Petit by
']'. O'B. Hubbard and T. H. Ledeboer. The author,
who is an eminent French engineer, has made a
personal stud.v of the method of adopting by vari-
ous European manufacturers, and has tried to
incorporate in the book such knowledge of methods
adopted' by constructors as will be of benefit to
those building.

The contents include : General Prineinles of
.Veroplane Design; Theory and Calculation (Re-
sistance, Lift, Power, Calculations for the Design
of an Aeroplane, Application of Power. Design of
Propeller. Arrangement of Surfaces, Stability. Cen-
ter of Gravity, etc.): ^Materials ; Construction of
Propellers ; Arrangement for Starting and Land
ing; Controls: Placing Motor, etc.; The Planes
(Curvature, etc.); Motors.

Le Constructeur de Pet its .Aernplanes, par M. R.
Petit. A large pamphlet containing working plans
of four small easily flown aeroplane models with
(•omi)lete directions for their construction. Pub-
lished at 30 cents by Librarie .\eronauti(|ue. :!2
rue ^ladame, Paris.

L'Aeroplane de I'.irenir. par Henri Pic(j. .\
brochure with drawings and plans of a freak
aerial omnibus. Price 30 cents, at Librarie Aero-
nauti(iue, 32 rue Madame, T'aris.

The Art ,0/ Flyinfi, by Thomas Walker, is the
third of the series of classics being i)ublished
seriallv by the British .Veronautical Society.
This may be had from King, Sell & Olding, 27
Chancery Lane, London, England', at 30 cents.

AERONAUTICS

. August, IQK

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The I

* 2!

I WrinrhtPnmnony I

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4*
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Dayton, Ohio

Sole MakersCI
and Exhibitors
of the Famous

WRIGHT
FLYERS

|]TBoth 'planes

jJand motors

built entirely in

our own factory

TheWRIGHT COMPANY

Lighter Gas for Balloons.

A new German invention of value for free bal-
loons is reported by Consul Tbomas II. Norton of
Chemnitz :

Illuminating gas is foreed through long tubes,
maintained at a very high temperature. Most of
the carbon in the hydrocarbons is thus separated
out and the percentage of hydrogen is largely in-
creased, so that this gas constitutes 8U per cent of
the modified coal gas. At the same time it is
deprived almost entirely of its characceristic odor,
and freed from the presence of benzine, which
exerts an undesirable solvent action upon the mate-
rials employee to render balloons impermeable.
The most important change is that in buoyancy, as
the specitic gravity sinks from 0.44 to 0.2i;5, or less
than one-quiarter the weight of air. This means
that 1 cubic meter of the new gas can support
a weight of 1 kilo (2.2 pounds J. In coal gas, 1
cubic meter supports 0.7 kilo. A balloon with a
capacity of 7,000 cu. ft., when inflated with the
new gas, has a lifting pow'er equal to that of a
balloon of 10,000 cu. ft. charged with ordinary
coal gas.

Wellman in the Air Again.

It has been announced that Walter Wellman
and Melville Vaniman, who have made a numbi-r
of attempts to reach the pole by airship without
success, are now planning to sail from Europe to
the States in the same ship, "America," used in
previous expeditions. The London Telegraph and
the New York Times are exploiting the attempt,
agreeing to purchase all the news which Mr. Well-
man can produce.

I'4«4»4'4^4'4»4"4*4»4»4»4'4*4'4»4»4'4«4'4"4'4'4'4'4»4'4'4'

The Buyers' Guide

Trade Notes

1'4'4'4'4'*4'4'4'4'4'4^4'4'4'4'4'4'4'4'4'4'4'4«4'4'4'4'4'

TO OUR FRIENDS— We itould appreciate it very
much if you ivould specify in ivriting advertisers
that you saw the ad. in AERONAUTICS. This
will help us, and eventually be of equal service to
yourselves.

4> •%

The Call Aviation Engine.

A decided refinement in aeronautic engine con-
struction is that adopted by the Aerial Navigation
Co. of America, with laeadrjuarters at Girard,
Ivans., in the Call aviation engine.

This is a regular opposed two and four cylinder
engine of the usual four-cycle type, water cooled,
G-in. bore by 5^/4 -in. stroke; the two-cylinder en-
gine developing 50 horsepower and the four-
cylinder engine developing 100 horsepower at 1,900
revolutions per minute.

It is in the cylinder and cylinder head con-
struction that the chief point of interest lies.

Even with the usual copper or other sheet metal
water jacket, adopted by most aeronautic engine
manufacturers to lighten the weight of iron cyl-
inders, the great weight of cast iron either com-
pels an unduly thin cylinder in order to keep
down the weight, or, in case the cylinder walls are
made of the requisite thickness for strength, the
engine becomes very heavy.

AERONAUTICS

On the other hand, the employment of steel
for cylinders, as has been attempted by certain
manufacturers, both in tliis country and Europe,
has not, to say the least, met with signal .success.
Whether from the extreme thinness of the cylinder
walls or to steel being less satisfactory in its
bearing qualities than gray iron, engines of this
construction, wliile giving satisfactory short runs,
have failed in endurance tests.

In the Call engine the cylinder walls, piston
heads, valve cages, valve seats, as also all other
iiarts exposed to the heat of explosion chamber.
nre constructed' of a special liigh-grade vanadium
uvnv iron, while tlie outer cvlinders and cylindcn'

heads, comprising also the water jacket, are con-
structed of a special high-grade alloy of aluminum
and magnesium called magnalium.

UnJike other constructions In which the use of
an outer cylinder of lighter metal with an inner
cylinder or bushing of gray iron has been at-
tempted, it will be observed from the accom-
panying illustrations, first, that the iron inner
bushing is surrounded throughout its entire ex-
plosion chamber length by the jacket water, with-
out any intervenin'j- metal or joints, and. second,
that no part of the lighter metal of which the
outer cylinder and cylinder heads are composed is
eyjiosed to the heat of explosion chamber.

With proper water circnlation, all danger of
the overheating of the outer cylinders is thus
avoided, and the proper adjustment maintained
between the relative heat conductivity and ex-
pansive qualities of the two metals.

The gray iron bushings are machined to a per-
fect fit both inside and out. and are then pressed
into the outer cylinder from the top. These bush-
iii-;s are of ami)le thickness throughout the length
(if explosion chamlier. and' below that are consider-
ably reduced in thickness. .\s will be seen from
Ihe accomiianying illustrations, an additional
shoulder upon the inner cylinder at the top is
machined to fit into a companion groove in the
iragnalium cylinder in order to make a thor-
oughly watertight connection, while the spiral
uartitions of the magnalium water jacket extend
inward to the iron cylinder, greatly strengthening
it 1o resist the explosive stress encountered.

By the use of this lighter metal for the main
miter cylinder, enormous strength of construction
is permitted without undue weight. The magnalium
cylinders are. in fact, of sufficient thickness to give
a tensile strength of something lik(> 150.000 lbs.,
while the cylinder base and cylinder heads are
each secured by a dozen steel studs or cap screws
% in. In thickness, having a combined tensile
strength of 150.000 lbs.

In order to further lighten the engine, the valve
cages, which are also of vanadium gray iron in
one piece, are air cooled above the level of the
cylinder heads: while below this and around the
valve seats they are most efficiently water cooled.
The crankcase and' fittings not exposed to the heat
of explosion chamber are also made of magnalium.
similar to the material used for outer cylinders
and cylinder heads, and the crankcase is thor-
oughly braced and ribbed in such a way as to
give enormous strength combined with minimum
weight.

Having thus secured lightness in the heavier
engine parts, there has been no attempt made upon
the part of the designer to secure lightness by
the use of freakish material and insufficient sizes

August, igio
Detroit Aeronautic L>onstruction C/O.

Builders of Light Weight, High - Power
MOTORS, PROPELLERS and RADIATORS

(~\UR niiloi.'- ( oiubining compactness, simplicity and
^-^ powei. are Ihe result of twenty years of practical
gas engine construction. A card will bring our circular
with lull description.

Detroit Aeronautic Construction Co. fiRoKTciiK

Four Cylinder 41^.1 x4^-> [: Four cylinder 5x5 in., Six cylinder 5x5 in.,
in. 30 to 40 H.P.^ com- E 40 to 50 H.P., com- 60 to 70 H.P., com-
plete with radiator and | plete with radiator plete with radiator
6-ft. X 31 oft.- ^ecnl and7-ft.x4-ff.-n-Trn and 8-ft.x4-ft.-«QrA
pitch propeller, OOOU ; pitch propeller^' 3u pitch propel!er'>3""
Weight per outfit 175 lbs. I Wgt. per outfit 200 lbs. Wgt.perouffit240lbs.

*
*

*
+

*
*
+

*
*

LARGEST and MOST
Complete

CATALOGUE

AERO SUPPLIES

ever printed

37 models of aero motors
alone

I R. 0. RUBEL, Jr. & CO.

Louisville, Ky.

*
*
*

Mention Aeronautics When Writing

AERONAUTICS

August, igio

CHURCH

Aeroplane Co.

BROOKLYN, N. Y.

Working Models
Flying Models
Separate Parts

MODELS BUILT TO ORDER

From Working Drawings, Etc.

SUPPLIES FOR MODEL BUILDERS:

AiuMiNUM, Rattan, Bamboo,
White-Wood, Etc.

Special Notice!

WE have received so many
inquiries for agency prop-
ositions and orders are
coming- in so fast, that our mail
has grown to such an extent, that
we find ourselves unable to keep
up with our correspondence, but
will fill orders and answer all
letters as quickly as possible until
we have increased our facilities
still further.

Price List of Models and Parts

is now ready, but it will be
some little time before our

Supply Catalog for Full Size

Machines is ready for distribu-
tion as there are so many new
things to list. In asking for
catalog, please state which one
you want.

CHURCH AEROPLANE CO.

Main office and factory

123 South St.,

BROOKLYN, : : N. Y.

Chicago office, 49 Wabash Ave., H. S. Renton, Manager.

iu the construction of piston heads, connecting
rod's, cranlvshaft and other lilce parts. The piston
h( ads and rings are also made of van.adium gray
iron. The connecting rods are the best grade of
vanadium phosphor bronze, specially designed for
strength, and the cranlishaft is of the best grade
of vanadium steel, solid throughout.

The valves are of large size and have unusually
large valve lifts. Both the inlet and exhaust
valves are 2 in. in diameter, and the valve lift is
% in., giving free clearance. In addition to the
main exhaust valves, a ?4-in- (inside diameter)
auxiliary exhaust port, thoroughly water cooled,
is placed on the bottom side of each cylinder.
This exhaust port is allowed to open somewhat in
advance of the main port, and thus draws the
tire, furnishing an additional safeguard against
the overheating of the main exhaust valve seats
and bearings.

Roth the main and exhaust poi'ts are silenced,
not by means of the usual baffle and muffler plates,
which crowd the e.xhaust back into the explosion
chamber, but by a special silencer constructed of
an inner casing of steel tubing, with V slotted
mouth, over which an outer casing of aluminum
tubing of considerably larger proportions is then
litted b.v means of a vanadium gray iron ring or
thimble containing a large number of holes around
its entire circumference. The force of the exhaust
l)um))s the cold air through these openings, and
by this means the gases are so cooled and shrunk
by the time they reach the mouth of the silencer
as to greatly diminish the deafening noise so
Iironounced a feature of other aviation motors.

in ■J

ENGINE DET.\ILS.

Fig. 1 is a central horizontal section of the
cylinder and piston of engine. Pig. 2 is a vertical
section taken on the line II-II of Fig. 1. Fig. 8
is a vertical section taken on the line III-III of
Fig. 1. Fig. 4 is an enlarged section at the outer
end of the cylinder on the line IV-IV of Fig. 2.
Fig. 5 is a similar view on the line V-V of Fig. 2.
Fig. 6 is a vertical section of a part of the cyl-
inder on the line VI-VI of Fig. 1.

Especial attention has been devoted to securing
the greatest possible cooling facilities. To this
end the water jacket partitions are spirally ar-
ranged in such a manner that the .iacket water
passes four times around the cylinders during
each circuit, and then over the entire surface of
the cylinder heads. In addition to this, the en-
gine is also equipped with a piston circulation
pump instead of the usual centrifugal or gear
pump adopted on automobiles, and copied by other

AERONAUTICS

August, 19 10

aviation engine manufactuvers. Tliis piston pump
is positive in its action, and in connection with
the spiral cooling flanges forces the .jacket water
four times around the cylinders during each 15
seconds.

While the manufacturers of this engine have en-
deavored to put upon the market a moderate priced
engine, they have spared no pains and expense to
make the engine of the very best quality, both in
the character of its workmanship and finish. All
the exposed parts of the engine not constructed
of magnalium — a shining non-corrodible metal —
are nickel plated, and the whole engine is polished
to a mirror (inish. The demand has been so large
that the manufacturers have been compelled to
increase their shop and foundry facilities fi'om
time to time, until they are prepared to supply
the engine on short notice and in any numbers.
The prices of the above engines are $1,000 for
the m h. p. and if 1.700 for the 100 h. p. respec-
tively. These prices include all accessories, such
as carburetor, pump, ignition and radiator
facilities.

Two Spark Plugs to a Cylinder.

Messrs. Unterberg & Helmle, who make the
famous I'. & n. Master magnetos, have developed a
new type of magneto, which meets with every re-
(juirement of speed service. In this new U. & H.
i-acing magneto, two tarmatures are employed
mounted tandem, and running in the same arma-
ture tunnel on one shaft. These armatures arc
fitted with two complete sets of windings, each set
consisting of a primary and secondary winding.
The most unusual feature of the magneto lies in
the fact that but one interrupter is employed to
break the primary circuit of both armature wind-
ings, and it is obvious that this arrangement must
produce the high tension current in each arma-
ture winding, and must produce these two impulses
at precisely the same instant.

TWO PLUG.S FOR EACH CYLIXPER.

The magneto is equipped with a compound dis-
tril)utor, each armature winding being connected
liy conventional means with the distributor. One
set of plugs is connected with one distributor,
and the otlier set of plugs, of course, connects
with the other distributor. Two safety spark gaps
arc jn-ovided, one for each high-tension circuit, so
as to eliminate any danger of damaging the wind-
ii)L;s. should the cables, leading to the plugs, be
a (I i dentally damaged.

As will be seen, the above uniciue arrangement
n\( rcomes all objections heretofore found in the
Use of two magnetos on racing motors. It is im-
nialirial as to the amount of wear which takes
lilace in the driving mechanism, or the amount of
wear on the inferrujiter mechanism of the mag-
neto, as the one break of the magneto interrupter
operates for both windings. It is impossible to de-
range the magneto so that one set of plugs will
receive the electric impulse before the other does,
and tests made abroad with this new type of mag-

TO THE PROMOTERS OF THE

Coming Aeroplane Meets

You want exhibitions of Man-Lifting-
Aeroplane Kite Flying to interest the
crowds while the aviators are not flying.
C High or even moderate winds will in-
variably keep the aeroplanists from flying
until late each afternoon. Before then we
will fill the air with hundreds of 9- and 1-2-
foot Aeroplane Kites oft-very known kind.
By flying these, dozens in tandem,
enormou.s American flags, streamers and
announcement banners about thi- meet can
be lifted a half mile in the air.

C These .scientific kites will fly

all day and the displays will be

a great attraction in themselves

and will keep the crowds quiet

and contented, when for any

reason the aeroplanes cannot fly.

C At the Meet of the West Hudson Aero

Club at Arlington, X. J., June, 1909, New

York papers said, "The hundreds of kites

in the air were a decided feature."

SAMUEL F. PERKINS

110 Tremont St. :: Boston, Mass.

•»♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦»

NON-INFRINGING

AEROPLANES

Guaranteed to Fly

Ready for Early Delivery

Easy Terms for Exhibitors

Manufacturer and Dealer in

AERONAUTICAL SUPPLIES

I Aviators for Tournaments

N.Y. Agent for Elbridge Engine Co.

FRED. SHNEIDER

- 1020 E. 178th Street New York

■>>■

^4» M ♦ MM ♦♦♦♦♦♦♦♦♦♦♦♦♦ MMM

AERONAUTICS

August, igio

Clincher type only, which is the lightest
and most satisfactory type for aeroplanes

SIZE Weight complete

20x4 in. 6i lbs.

26x2^ " 6i "

28x2| " 7^ "

28x3 " 8 "

28x3i " 8f "

Wheels also furnished for the above sizes
Pennsylvania Rubber Co., Jeannette, Pa.

BRANCHES:

New York— I 74 1 Broadway ; Boston— 1 67 Oliver Street ;
Chicago -1241 Michigan Avenue; San Francisco — 5 '2
Mission Street : Los Angeles — 930 So. Main Street.

4.4i4i4.^4.4.4.4.^.{.4.4.4.4.4.4.i|.4.4.4.4.4.4>4>>i><|"I'4'

* ... J

* The Acme of Engineering Skill J

* %

I? THE WORLD FAMOUS J

4* '^

I Whitehead Motor!

4> Designed by the Noted •!•

4> Engineer "T

* GUSTAVE WHITEHEAD 4.

* No Bursting Cylinders — No Cams — +
4. No Springs or Valves to Work Loose +

* ... *

4. Construction of the utmost simplicity 4*

2* Vibration negligible i

t Absolutely Nothing to get Out of Order %

Price $1,400
" $1,150

4* 4 Cylinders (vertical), 8 port exhaust, 2 cycle

% 75 H.P. 200 lbs

* 40 " 145 "
J 25 " 95 " " $950

•i* Including Bosch Magneto — 30-day deliveries
*

* GEORGE A. LAWRENCE, Mgr.,

J Astor Theatre [Building, New York, N. Y.

4" ^ This motor has been exohisively adopted by

4| ^1, C.& A.WiTTEMANN, Aeroplane Manufacturers

% *

*4'4'4'4'4'4'4'4'4'4»4'4"4'4'4'4'4«4'4'4'4'4'**4'4'4'4«4«

noto show conclusively that the principle of opera-
tion of this new U. & H. Master Magneto is cor-
rect, and that while it is possible to secure fairly
satisfactory results by connectin.s; two separate
nias-iietos to the motor, the use of the U. & H.
ra<'inK magneto assures the maximum efficiency of
(hi' motor at all times, owing to the fact that it
is impossible for the sparks in any cylinder to
occur out of synchronism.

Aside from the principal features outlined above,
the magneto is of the well-known U. & H. con-
struction, employing the U. & H. non-adjustable
iutirrupter, which is another detail of great in-
iincst to racing men, as it eliminates all possible
chance of ignition difficulties, due to breaking or
sticking of the pivots, springs, insulation, and
other parts used on other types of interrupters.
The armature and distributor of the machine are
mounted on annular ball bearings, which effectu-
ally eliminates any possibility of trouble, due to
lack of oil.

Buffalo Pitts Co. Building Aeroplane.

The Buffalo Pitts Company of Buffalo, N. Y.,
who are large engine build'ers, have under con-
struction an aeroplane. In the course of their
experiments with this machine over a number of
years, they had occasion to try out certain models
demonstrating new aerodynamic principles, and one
(if these models created so much interest in its
operation, that they decided to make a flying toy
novelty of it, which they have done, giving it the
nanii' of "Hi-Flyer" helicoptic flying rnachine, pat-
ented and copyrighted.

This little machine flies to a height of over
GOO feet, and can be operated by any child. Shoot-
ing the "Hi-Plyer" is as much fun for grown
people as for children, and is an excuse for out-
door exercise for everybody. It has been the sen-
siation of the aviation meets throughout the coun-
try. It is used by aviators for determining the
direction and velocity of the wind at high alti-
tudes, and there is a special demand for it for
this purpose at aero clubs, as well as for use on
golf courses, and at amusement parks and beaches.

Kites Now Feature of Meets.

The kites of Samuel P. Perkins were a con-
tinual source of amusement and interest during
the Indianapolis. Montreal and Toronto meets.
These flew all the time and provided the public
with something to look at when the 'planes did
not fly. One Montreal newspaper featured an an-
nouncement of the kites on its news bulletins,
illustrating the surprising value kites are lending
to meets. These kites are sent up on many
lines, singly, in tandem and other ways, and carry
various banners, streamers and flags, advertising
either the meet or articles of general use. If
there is not enough wind for kites small balloons
take the place of the kites and perform the same
usefulness. The regular outfit numbers 100 kites
of all kinds. A nW stunt is a huge box kite
made like an aeroplane, with rudders and pro-
peller. In the air it looks exactly like the real
thing and remains statiomary in the air. In this it
has it over its original.

Rinek Aero Mfg. Co.

The Rinek .\ero Manufacturing Company of
Easton. Pa., was recently incorporated with C.
Xorvin Rinek president and Frank Buckman, sec-
retary-treasurer to conduct the light motor and
aeroplane business heretofore handled by the ma-
chine department of the Easton Cordage Com-
pany. It was felt that on account of the rapidly
increasing business handled by the machine de-
partment that a greater volume could be more
efflcientlv handled by an organization devoted
solely to' aeronautics. The Rinek engine has found
favor through consistent performance and good
workmanship and material. Philip W. Wilcox,
who has built a Farman-type machine at Mineola,
speaks highly of the motor and the company's
treatment of him.

AERONAUTICS

Cetalogues Wanted.

Manufacturers arc requested to send catalogues
if motors, proijellers and accessories to Miguel
l.ilirija, Ave. del Palacio Legislative No. 42, Mex-
co. l"). v.. Mexico.

J. W. Curzon Starts Aero School.

J. W. Curzon who brought the first Farnian
i(>nii)laiir inid this country and has made flights
\itli it at the Indianapolis motor s-peedway, has
'sialilishcd a training school where would-be avl-
iiins build actual machines. Those who want to
laiu to fly only will be accommodated at the
lawthorne racetrack, Chicago, where he has as-
Dciatod himself with M. L. Kasmar, author of
•First Lessons in Aeronautics." An effort ^\ill be
Liade to furnish graduates of the school with pcsi-
ions as aviators. Owners of machines will also
•r taught to fly them.

riiree machines will be put out by the manu-
•icturing end of the concern, all to be non-
iifriuging and equipped with Elbridge engines.
"hese are :

Curzon No. 1, small biplane, main, planes 28 by

ft.: box kite elevator, size C ft. by 2 ft. each;
inuie-i^lane stabilizer with slight camber; 17%
i|. ft. of surface; Curtiss type chassis and rudder.

Curzon No. 2, main planes 32 ft. by 6 ft., single-
lane stabilizer with IS sq. ft. of surface, single-
lam' elevator in front, 15 sq. ft.

Curzon monoplane, main plane ;!5 ft. by 7 ft.
hassis similar to I'^arman ; aspect same as Far-
lan. but with bDttom plane entirely removed with
xciption of middle section, which is made much
arrower, and is lowered down so that the driver
ils immediately above the wheels witli engine at
is back and propeller far above the engine, chain
riven, thus placing man and motor far below
:ie main lifting surface, which is 12 1^ ft. high, in
rdev to maintain stabilit.v in all kinds of weather,
ingle-plane stabilizer behind as well as hori-
ontal rudder in front, L5 and 18 sq. ft. rcspec-
vely.

About Hartford Tires.

While to many people it may seem strange that

flying machine is eipiipped with tires, never-
leless in almost all cases this is true. The
urtiss machine used by Charles K. Hamilton in
is flight in New Britain is fitted with three
fartford aviator tires 2() in. by 2 in. in size.

Hartford tires have been used since the fii-st
lays of the bicycle, and have kept abreast of the
roeession of new inventions, and when the
eiiJiilane became po'nilar and tires were found a
■qnisite part of their equipment, the Hartford
iihiier Co. had three styles of tires to offer. At
!'■ first aerial sliov*' lield in jNIadison Square
allien the Hartford company was the only tire
vhiiiitor. shovvin;: at that time its aviator, aero-
lane and aeronaut tires.

I'liese tires are pneumatics, mostly in small
/es and of special construction to afford all the

siliency possible, as this is necessary to aid the

a.iiine in starting from the ground — and yet the

hi must be very durable and of a certain

-Me of tou'jhness to withstand contact with
ivi.icies wliicli may cume in thi> path of the

rn|ilane.

■|'lien> are already in this country more than a
iinili-ed flying machines fitted with Hartford tires.
eeintly a good-sized shipment was made to the
urtiss factory.

Shaffer Supply Co. Absorbed.

The Shaffer Aero Manufacturing and Supply Co.
: San Francisco has been absorbed by the Cali-
irnia Aero Manufacturing and Suppl.v Co. Roy
cott. a well-known automol)ile man of San Fran-
sco, is now a pai-tner in the rapidly growing
isiness.

The new salesroom, factory and office at 441
id 44.3 Colden Gate .Vve. is already a head-
larters for the aoronautically inclined on the

cific Caast.

August, ipio

AEROPLANES

Bleriot
ier
isin
Antoinette
Sommer

AND ALL TYPES

MOTORS

E. IM. V.
GNOME
ANZANI, Etc.

SPARES PARTS

Organization of MEET-
INGS in All the World

Aug.G.Gomes&Gie.

Trade and Export

63 Bd. Haussmann

PARIS

AERONAUTICS

August, igio

MOTORLESS
= FLIGHT =

THE next o-reatnchievemeiit iiiavia-
tion may be Motorless Fi.i;ht.
Many eminent engineers and
physicists believe it to be atta'nable
by man. We know that it is per-
formed by the birds. Head tlie
article entitled Soaring F^light,"
by Octave Chanute, in the Epitome
OK THE Aeronautkal Anni'ai.. This
Epitome contains also articles by
Cavlev, We\ham, Lilienthal, Maxim,
Langley and others -who laid the
foundations of the science of aviation.
224 pages, 18 plates. Price $1.00;
postage 12 cents. W. B. CLARKE
CO., 2() Tremont St., Boston.

HOLMES
ROTARY
MOTOR

7 Cylinder

30-35 H. P.
70-80 H. P.
3 lbs. per H. P.

Superior to any Avia-
tion Motor built in
this or any other
country.

A. D. Mackay

General Sales Agent

First National Bank BIdg.

CHICAGO

Roebling Aviator Cord

Made of the highest strength
wire drawn from special steel

The strongest and lightest cord procurable

JOHN A. ROEBLING'S SONS CO.,

Trenton, N. J.

They report a largo demand for their laminated
ribs, which are carried in stocli and made to
order, the four-ply .Ti-ft.. ."i-ft. (>-in. and G-ft. 6-in.
lengths being favorites. 'I'hey are now filling an
order for ribs of tlie exceptional size of 8 ft. (i in.

The 20-in. aero wheel made by this company is
replacing a number that have "dished" its 7-in.
hub, steel rims and heavy spokes, making it jirac-
tica.Uy unbreakable. Regidarly ecjuipped with ball
bearings. Friction bearings on order.

They .are now placing on the market a knock-
down plane, or rather a biplane, carrying surfaces
30 ft. by 5% ft. The outfit includes laminated
main beams and ribs, struts, sockets, joints and
rib connections, to which can l>e attached any sort
of rudders and chassis, one of the three types
made by this company, or by the buyer.

Mr. Cleve T. Shaffer, whose technical desi-rintion.s
Aeud.vautics' readers are familiar with, will be
consulting aeronautic expert for the firm.

The following agencies have been secured :
Whitehead motors, Detroit 20-."i0i motor. Palmer &
(Joodyear aero tires, Bosch magnetos.

Elbridge Engines Improve.

Mr. A. P. Warner of Beloit, Wis., the lirst ama-
teur to fly in this country with a Curtiss machine,
lias announced' his intention of building a new ma-
chine after ideas of his own during this summer.
He expects to equip it with an Elbridge ■"feather-
weight" engine.

^'ery rapid advancement is being made in the
design and construction of the Elbridge "feather-
weight" engines. Fundamentally the engines re-
main the same, but drop forged steel connecting
rods, new pistons and a more efficient system of
manifolds have improved the engines in both ap-
pearance and efficiency. The engines now being
turned out at the rate of one each day are said to
deliver 15 to 20 per cent, more tlian rated power.
Regular deliveries are now being made in 1(> days
after receipt of orders.

Willis Co. Removes.

The E. .T. Willis Co.. dealers in aero stipplies.
has removed to larger quarters at S.j Chamlters
SI., New York.

Harmon Uses Pennsylvania Tires.

One of the Herreshoff brothers is building an
aeroplane and is equipping it with the large di-
ameter Pennsylvania 'aeroplane tires. The Penn-
sylvania Rubber Co. has supplied Clifford B. Har-
mon with rubber to renew the shock absorbers on
his Farman. which is already equipped with Penn-
sylvania tires.

The Pennsylvania Rubber Co., whose works and
main ofHce are located at .Teannette. Pa., and who
are now giving emuloyment to nearly 1.000- peo-
ple, have recently put on the market an aeroplane
tire i>eculiarly suitable to the advanced stage of
aeroiilane dr'veloi)ment.

IIi>ret()fore molorcvcle tires of L'V^ in. and ." in.
section have been largely used on aeroplanes.
Such tires are not designed or adapted to stand
the shocks of alighting and have little cushion-
ing effect. It is therefore often necessary to use
four wheels on an aeroplane, resulting in a con-
siderable increase in weight and air resistance;

The Petinsylvania aeroplane tire is 20 by 4 in.
in size and is of light but strong construction.
Two of these tires will carry a ten or twelve
hundred i)Ound flyer, and will have sufBcient cush-
ioning effect to prevent the jar of alighting being
transmitted to its delicate framework.

This tire is similar to the Pennsylvania clincher
automobile tire, but constructed with a view to
its use on aeroplanes.

The 20 in. by 4 in. tire complete with tube
weighs onlv seven pounds. For lighter machines
thev are turning out a 2Vi-in. tire in both 2r>-in.
and 28-in. diameter of the same light and strong
construction which may be employed where the
use of a wheel of a larger diameter seems to be
advisable.

AERONAUTICS

August, ipio

Requa-Gibson Propeller Holds Record.

Clifford B. Haiiiiou, who holds the United States
amateur endurance record with his Farman, re-
cently had the machine fitted with a Kecjua-Gibson
reguhir type propeller, 81/2 ft. diameter by 2-ft.
pitch. Referring to its performance, Mr. Harmon
writes : "With this propeller I broke the amateur
record of America of 1 hour 5 minutes. It seems
to be giving entire satisfaction."

With this propeller and the engine rumiing at
1,200 r. p. m., the pitch speed figures 2,400 ft.
per minute. Now, the aeroplane flies at 40 miles
per hour, or .3.520 ft. per minute, which is con-
siderably more than the pitch speed of the pro-
peller. Patrick Y. Alexander experimented with
model propellers on a wire on board the steamer
traveling between England and America, and found
that these advanced into the wind. The Kequa-
(iibson company promises some startling informa-
tion in the near future, as the result of present
investigations.

I Club News I

4' *

^ alt i|i i|t i|t i|i If! i^M}^ tli t^ iji ^ •!• ^ •{• ^ ^ •!• ^ «{t «!• ■|t a|» i|« •!■ ^ •!• ^

The Lincoln Aero Club is the name of a new
body just organized for the purpose of discussing
atrial navigation and promoting the sport in Lin-
coln, Neb. The six charter members are Dr. (J. R.
P.rownfleld, Joe Burnham, Commandant H. E.
■iates of the University cadet battalion, G. W.
Chowins, superintendent of grounds and buildings
at the university ; E. C. Babcock. and Dean Rich-
ards of the department of engineering at the uni-
versity. As soon as possible club grounds are to
l>i' established somewhere on the outskirts of the
city where the necessary sheds and other equip-
ment will be erected, and test flights will be made.

Dr. Brownfield is working on a 4-ft. model for a
double biplane on which he has applied for a
patent. He is to have two pairs of planes, one
l>air directly ahead of the other. His machine,
according to the model, he lias constructed, is to
have at least two advantages over the Curtiss
and Wright machines. Both of these operate in
preserving the equilibrium of the machine. One
is a controller operated by the engine and the
other is a pair of wings lying on a horizontal
plane on either side of the machine. These are
operated by means of a lever. If the machine
should dip to the left, for examjjle. the left wing
being thrown out to offer resistance in the atmos-
phere, while the right wing is raised to relieve
resistance.

Dr. Brownfield, of 1234 "O" St., is enthusiastic
and has arranged for the club to visit the Omaha
meet in a body.

McGill Aviation Club has been formed by -stu-
dents at Mi<;ill rni\c isity, Montreal, Can.

The Aero Club of Colorado is requested to in-
form us of its address. A letter addressed to the
club at .30 W. Colfax Ave., Denver, has been re-
turned by the Post Office.

The Aero Club of Philadelphia, which has ex-
isted in nami' only for more than two years, has
been dissolved. Some of its members have joined
the Pennsylvania Aero Club.

It was also announced that Clarence P. Wynne,
treasurer of the old club, had been elected secre-
tary of the Pennsylvania Club. Henry S. Gratz,
president of the old club, had been elected vice-
president of the Pennsylvania club, and Arthur T.
Atherholt. secretary of the old club, hadi been
made nresident of the new club.

A Boys' Aero Club has been formed at the
Omaha, Xeb.. Y. M. C. A. Sergeant C. F. Adams,
of the signal corps at Ft. Omaha, gave the new
club its first lecture.

The Aero Club of California held its election
of officers on the 2.sth of .Tune. The following
officers were elected for the ensuing year : Presi-
den, H. LaV. Twining; 1st Vice-President. R. I.
Blakeslee : 2nd Vice-President. W. H. Leonard :
Secretarv, Buel II. Green : Treasurer. Chas. E.
Rilliet : 'memlvers of Board of Directors at large.
W. S. Eaton and Van M. Griffith.

California Aero Mfg. &
Supply Co.

441 -3 Golden Gate Ave.
San Francisco ; ; Gal.

Manufacturers of

Aeroplanes : Gliders : Propellers
Wheels : Turnbuckles : Sockets : Etc.

Laminated Ribs and Beams in Stock
and to Order

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"Aeronautics"

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SO. CHICAGO, ILL.

;i Successor to J. STUPAR, Pattern and Model Shop

t»M»»>nn»»»>»»»»:»»»»»»»»»»»im»t|

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AERONAUTICS

August, iQlo

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Write for circular and prices

PROPELLERS AND SUPPLIES

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515 Delta Building, Los Angeles, Cal.

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FOR ANYTHING IN AERONAUTICS

which you may desire from France, write to

Ladis Lewicowicz, Ervauville, Loiret, France

and prompt attention will be given your inquiry.

Specialty of securing reliable and successfrl motors. Any styles of
aeroplanes. Quickest delivery and lowest figures. Manufactureis'
guarantee. Full information can be obtained from my lawyer and
resident representative, Eugene \. Gottlieb, Esq., 140 Nassau
Street, New York City.

PROPELLERS

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For Model and Full Sized
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CL Prices on Application

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THE HASTER HAONETO— F. & S. BEARIKGS.

BOV?DEN WIEE. J. S. BEETZ CO.
TIMES BLDG. PHONE 345 BEYANT.

The Soutli Bend (Znd.) Aero Club has been
formed with the following ofticers : President,
Colonel .Jasper E. Brady ; vice-president, George
Cutter : secretary, B. S. Walters ; treasurer, Elmer
R. Stoll.

The Aeronautical Society offered a prize for
the most helpful essay. Seven members prepared
papers and all were read on one of the regular
meetings. The prize was awarded by popular vote
to I^aurence Lcsh. On July 14th Charles H. In-
man addressed) the society on the subject, "Prov-
ing the Horsepower of Engines by Reaction Test."
Mr. luman's talk was most interesting. His device
is intended to be capable of use on an aeroplane
to show the aviator at all times just what horse-
power his motor is delivering and what his pro-
Iiollers are doing. This paper will be printed in
Aeroxai'tics.

*
+

4-
*

I Ex change and
:: Forum :: ::

*
*
*

STARTING DEVICE FOR SALE.

D. D. Wells, R. F. D. 2, Jacksonville, Fla., has
recently taken out a patent covering a skid to
assist starting on rough ground without employing
any track.

in the sketch, Pig. 1 is a side view, Fig. 2 shows
a transverse section of same, Fig. 3 is a detailed
ind view of one of the pulleys with the belt
.'ipplied thereto and Fig. 4 is a detail sidle elevation
of one extremity of the skid.

In operation the skid is positioned on the ground
u lien the outer face of the lielt (11) engages with
tlic ground and the runner (10) is supported upon
the upper lubricated face of the belt. When the
skid is forced longitudinally, the runner is caused
to slide over the belt and to cause tlie movement
of the belt beneath the runner and over tlie pul-
leys (l.">). The guides (16) engage the beads (15)

throughout the length of the runner, and holds
I 111' lielt in concaved position to en;;age aliout the
polislied surface of the runner. As the belt reaches
the end of the runner at the rear extremity of
llie skid, the same is released from the guide (lt)t
and permitted to engage over the flattened surface
of the adjacent pulley. Mr. Wells desires to dis-
pf)se of the patent at a reasonable figure, as he is
financially unable to exploit it.

ATTRACTIONS WANTED.

E. F. Stephenson, 250 Vance Ave.. Memphis,
Tenn., wants to connect with aviators liaving suc-
cessful machines and aeronauts with dirigible and

free balloons.

CENTER OF PRESSURE.

(.Question : Please inform me how to find the
center of pressure on a biplane whose surfaces
measure 5 ft. fore and aft. with a curve of 1 :20.
The angle of inclination is 6 degrees when the
aeroplane is on the ground. Must not the center
of gravity be just a little below and back of the
assumed c. of" p. wlien the aeroplane is not in
motion, considering that because in flight the

AERONAUTICS

August, igio

c. of p. moves forward, the center of gravity must
be rather in front of the assumed c. of p. ?

Answer : One can suggest no convenient way to
And c. of p. of an aeroplane except by actual trial.
The c. of p. of a small experimental plane having
same depth of curvature would bo for 6 degrees
about 44 per cent from front edge, and if this
hold true for a large surface it would be 2 ft. 2 in.
from front : that is, for a circular arc. For a
parabolic curve it would probably be further for-
ward See discussion, of Aerial Experiment As-
sociation in June, 1909, number, pp. 175-7. The
weight, or center of gravity, should in general be
forward of the c. of p. This point depends some-
what on the method of vertical control (the dih>-
position of elevator and horizontal ruddfr). See
also p. l.")."}. April, 1910, Aer(1n.\utics, and article
by M. 15. Sellers, pp. 77-79, March, 1910.

HOW TO MAINTAIN CAMBER.

One n:<'thod of maintaining the camber of ribs,
though not generally used, is to use a thin span
wire to .join the tips, this wire forming the chord
of tho rib. Ribs are usually bent after steamin,g,
dried and then made impervious to moisture by
varnish. .\s long as they do not absorb moisture
they will stay bent.

Laminated ribs can be glued and bont at onco
while the glue is wet, put thus in a form to dry
and when dry taken out and varnished. These
will hold their shape, even though they absorb
some moisture, providing the glue docs not soften.

-f^re'.r ^/*At

How to Make Rlls

Another method of making riba is as follows :
Take thin boards of the desired thickness and wood
and glue them together, one on top of another.
While tho glue is wet place tho laminated board
thus made into a press or form tho shape of tho
ribs you want. Clamp the form tightly together
and placi' the whole in a drying oven for several
hours. When dry the ribs can be sawed out of this
curved board. A correspondent says that if ribs
are wet or soaked, then bent on a board and help
by bent nails, then dried and burnt a little by a
gasoline torch on the concave side, they will
say bent.

THE WILLOUGHBY .STEERING DEVICE.

Dear Sir :

I was invited by Mr. Harmon recently to wit-
ness a flight in his "Farman" machine, lately
purchased from Paulhan, who used it at Los .\n-
gi'los last winter. I was quite suri)risod to find
that it steered in the vertical plane with my
patent steering device (applied for on the IGth of
.Tune, 1909, several of the claims having already
l>ren allowed I.

This patent consists in steering an aeronautical
machine in the vertical and horizontal planes by
a oonibination of rudders. All biplanes stoor uj)
and down by tho head alone. All monoplanes
steer up and down by the tail alone. In my device
th(> "War Hawk" steers up and down by both head
and tail at the same time.

ADAMS-FARWELL

THE WORLD'S LIGHTEST AND SIMPLEST

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TELEPHONE 5565 SPRING

Weaver-Ebling Automobile
== Company ^—

"WECO" OILS AND GREASES

AM Aeronautic Supplies
2230 Broadway at 79th St., - - - New York

Farman Type Aeroplanes, Elbridge

Featherweight Engine, $3,500

Curzon No. 1 Small Biplane, Elbridge

Featherweight Engine, $3,000

Curzon Monoplane, Elbridge Feather-
weight Engine, - $4,000

A LIMITED NUMBER ONLY TO BE SOLD AT THE ABOVE PRICE

All Machines are Positively Non- Infringing

iisiiiK iii.\ oritriiial recently perfected lateral lialanee
device. Demonstration KliKlitsare siven witJi niacliiiies.
liefnre they are delivered, at Hawthorne Park Aero-
drome. Chicago: ^-.i mnst accompany order.

Invite the Interest of Capital Preparatory to Organizing Exhibition
Company for this Season Quicl( Action Big Returns

Announcement: Ajikrica's First Aero-

I'LAM. TuAiMMi School under the Auspices

of Thk Ajiericax Aeronautical Societv

and ably directed by

Mr. M. L. Kasmar, Author of tlie book "First Lesions in

Aeronautics" with J. W. Curzon as instructor and .\viator-

Dcnionslrator. opened Ijetfinniiiir of July for a<tual

prai-tiie in the art of tlyiuf; and buildiuK at

Hawthorne Park Aerodrome

We int' nd to supply the increasiner demand ffir Aviators,
au'l loatl'^rd an opportunity to tliose who desire to ex-
|)crience tlu' delightful, healthful, exhilarating sen.sa-
tioiis of riding through space. Learn to pilot your own
machine. You will save twice as much as your fee by
eliminating smash-ups and loss of time.
For Aeroi)laiu's address

J. W. CURZON, Hawthorne Aerodrome
HAWTHORNE, ILL.

K'^r pal titulars couccruing sclio( 1. apph

M. L. KASMAR, Sec'y., American Aeronautical Soc'cty

CHICAGO. ILL.

AERONAUTICS

August, iQio

IsM.

Bolt s/?aj:£0
To socrsy

^.^y^

By crossing the tiller lines of the forward and
after horizontal rudders, an inverse action of the
rudders is oblnined, elevating the bow and do-

AERO ENGINES

WATER COOLED

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Shaft — Hammer Forged Steel. Bearings Drawn Phosphor

Bronze. No leaky screw joints— every joint Welded.
25-30 H.P., Weight 80 lbs. $600
35-40 H.P., Weight120 lbs., $800
4-5-50 H.P., Weight "50 lbs., $11

AEROPLANES BUILT COMPLETE

READY TO FLY

With Non-Infringing Elquilibrium Device

25% cash with order, balance C. O. I)

THE SANFORD MFG. CO., *bridg'eport conZ

pi-essing the stprn, halving the surface required
fur each rudder The pressure on the upper side
of one and on the under side of the other keeps tlie
parallelogram of forces rigid until a slight directive
force is given l.y the steering wheel.

Three years ago at Brighton Beach I described
(his patent to Mr. Farmian, and told him I was
putting it on the "War Hawk." and I see he has
now paid me the compliment of using it.

.Vt the recent aeronautic convention in New
York I was asked by several persons if it was my
intention to sue on infringements. My answer wa^
that I would not, and that I was more than
pleased if I had added my little mite to the
science of aviation. Yours truly,

ITrcir L. WlLLOUGIIBT.
PADDLE WHEEL DEVICE.

Dear Sir:

Dr. (Jreene of Rochester, who is building an aero-
plane, kindly refers me to you for address of
parties interested in the idea of a folding slat
paddle wheel, which device, he says, has been
patented, for sustaining aerial machines. I think
I have a method of appreciably increasing atmos-
pberical r(>sistance to downward movement of a
paddle or wing and thereby increasing its lifting
effect, and would like to get in communication
with parties desiring to have such a device made
more effective than it has so far proved to be.
John R. Graham,

24 Locust St.,
Rochester, N. Y.

SAFETY DEVICE FOR AEROPLANES.

Centlemen :

The undersigned begs leave to suggest Ihe fol-
lowing as a possible improvement in safety de-
vices for machines used in navigation of the air.
but more particularly for heavier than air ma-
chines.

.V combination in an aeroplane or air ship of a
galvanometer, an electric battery or other device
for generating and maintaining a constant eleciric
current and devices adapted to connecting in elec-
trical circuit with the galvanometer and battery
or generating device the metallic wires, pa^rts or
members of the aeroplane or airship and their con-
nections :

For the jinrpose of indicating, by means of
the galvanometer, injuries or abrasions of said
metallic wires, parts or members and their con-

AEROPLANE RADIATORS

•IN STOCK OR TO ORDER-

EL ARCO RADIATOR CO,

6 EAST 31st STREET
NEW YORK

siiys PHiyoELPfiiii II

HAS BALLOON etCOBO

n|Dr. Thomas E. Eldridge Replies
to Conyers Graham in
C^troversv hijf

IN ' DISPUTE

The aeronautical controversy still con-
tinues. Dr. Thomas Edwin Eldridg-e sent
the following letter to The North Ameri
can yesterday, taking polite exception to I \
some statements made by Conyers Gra- | t
ham in yesterday's issue:

"Apropos of the article in this morn-
ing's issue of your paper," he says, "I
regret to say that Mr. Graham is again
misinformed. Heretofore, Dr. T. C. Fulton,
president of the Ben Franklin Aeronauti-
cal Association, has always claimed the
record for altitude, distance amd time in
the air for the Ben Franklin. The Phila-
delphia Aeronautical Recreation Society,
I therefore, must continue to claim for its
j balloon Philadelphia II the amateur rec- j
ord for altitude and distance from Phila-
delphia, this being proven by the recor(Js.
"Incidentally, commenting upon Mr.
Graham's statement, please let it be un-
derstood that the only balloon ever used
in Philadelphia for advertising purposes
is the Ben Franklin, inasmuch as on its
first ascension there were dlstributeid free
beer checks, advertising a local brewery
and the president of the association was
with the party on this ascension. May I
add further that the bylaws of tlie
Philadelphia Aeronautical Recreation So-
ciety do not permit its air craft to be
used for advertising purposes, nor do the
rules of the society allow Its passengers q
or guests to carry intoxicating liquors." ..

BALLOONIST

Philadelphia II Has Amateur

Long-Distance Record, Says

T. E. Eldridge

QUESTIONS STATEMENT

In the controversy over rival claims to
records between the Philadelphia Aero-
nautical Recreation Society and the Ben
Franklin Aeronautical Association, Thom-
as Edwin Eldridge, of the former or-
ganization, yesterday sent out a letter
disputing a statement regarding a trip
made by Conyers B. Graham, of the Ben
Franklin association, in 1907. The letter
says:

"The Philadelphia Aeronautical Recrea-
tion Society concedes to the Ben Frank-
lin Aeronautical Association the record
for time in the air claimed by Dr. T. C.
Fulton for the balloon Ben Franklin on
October 17, 1907, by twenty-five minutes.

"The Philadelphia Aeronautical Recrea-
tion Society, however, does not concede
the record claimed by Conyers B. Graham
for the balloon Ben Franklin on its trip
to Dwight, Mass., and the statements
made by Mr. Graham concerning this
trip are not correct.

"The balloon Ben Franklin never sailed
from Philadelphia to Massachusetts, but
did sail from Aura, N. J., to Dwight,
Mass., in 1907. This ascension was made
on Saturday afternoon about 2.30 and
landed at Aura, N. J., about 5.20. On this
short trip were Prof. Samuel A. King, a
professional pilot, with Dr. George H.
Simmerman (then vice president of the
Ben Franklin Aeronautical Association),
Edward G. Rech (then its secretary),
Henry Gratz, Mr. Longacre, George
Mayer and Dr. Thomas Edwin Eldridge.
From Aura, N. J., the following day, at
1.05 A. M., the Ben Franklin started again
and from this point landed in Dwight,
Mass., about 9.20 A. M., Professor King
being the pilot, while the gerttlemen in
the basket were Dr. George H. Simmer-
man, Messrs. Kech and Mayer and Dr.
Thomas Edwin Eldridge. Neither Mr.
Grat7. nor Mr. Longacre were in the
basket when it sailed to Dwight, Mass.,
as claimed by Mr. Graham, and as the
records of the Ben Franklin Aeronautical
Association will corroborate.

"The amateur balloon record for alti-
tude, 17,050 feet, made by Dr. Thomas
Edwin Eldridge, Dr. George H. Simmer-
man and "Welsh Strawbridge, on June
10, 1910, and the distance record of 250
miles, air line made last week from
Philadelphia to Pascoag, R. I., by Dr.
Thomas Edwin Eldridge, William S.
Underbill and Arthur S. Underbill, are
unquestionably held by the balloon Phila-

August, igio

iE INVENTOR"-

bove book is an honest explanation of how the

itor may guard against obtaining worthless

nts, and is written with a sincere desire to place

the Inventor-reader in a position to determine intelligently

when he should not file an application for Patent. Sent

FREE on request.

The business of experienced patentees and inventors
solicited. Inexperienced inventors will be rendered equally
thorough service.

H. L. WOODWARD

730 9th Street 0pp. U. S. Patent Office

PATENTS. Trad" Marks. Copyrights
Food and Drug Registration

Washington, D. C.

ctious. such as would reduce their cross section
materially reduce their strength and safety
ctor.

The purpose of drawing this claim and publish-
j it is to prevent it from subsequently being-
tented, and to give all interested free use
the suggestion, if perchance it should be found
contain any elements of value,

Albert W, Buel,
15 William St., New York.

Ascensions I

I'lIILAltKLPlIlA, .lime K!.— Hr. ThdUias K.
ildredge, l>r. (Joo, II, Siuuiiernian and Welsh
trawbridgi". in the "I'liila, II." attained an alti-
ide of tT.n.")n feet. The landing was near Teters-
illc, I'a., after liV- liours : a distance of .60
tiles, Dur, 2 hrs, :!.■) min. It took but IS min,
) drop 17,000 ft. A new high ascent will be at-
Mnpted, properly equipped with plenty of ballast
nd supplies. The highest American official record
r,,(;i,-, A. II, Forbes went up to 20,600 feet, as
)rded last month. There are 2S ascensions on
ecord higher than the Harmon-Post ascent of
6,615, not including Forbes or Eldredge.

PATENTS

C L. PARKER

Late Examiner U. S. Patent Office

ATTORNEY-AT-LAW AND SOLICITOR OF PATENTS

American and foreign patents secured promptly and
with special regard to the legal protection of the in-
vention. Handbook for inventors sent upon request.

30 MCGILL BUILDING

WASHINGTON. D. C.

PATENTS

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How to Obtain a Patent, and What to Invent, with List
of inventions Wanted ai:d Prizes offered for Inventions
sent free. Patents advertised free.

We are e.xperts in AIRSHIPS and all patents and
technical matters relatine to AERIAL NAVIGATION.

VICTOR J. EVANS & CO , Washington, D.C.

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F, G. DIETERICH & CO. patent lawyers
803 Ouray Building. Washington. D. C.

"The Protective Patent"

This book for inventors sent free, $35.00 required

to file patent application. Total cost $65,00

TRADE MARKS REGISTERED

BEELER & ROBB. Patent Lawyers

87-90 McGill Building - - Washington, D. C.

PATENTS

Competent Patent Work Pays in the End.

You get- it here at Minimum Cost.

Also Working Drawings and Reliable Data

for Flying Machines.

AUG. P. JURGENSEN. M. E.

170 BROADWAY, NEW YORK CITY

r-PATENTSthat PROTECT

Our N\w Book PATENT-SENSE Mailfd Without Charec

I R.S.& A.B.LACEY, Washington, D.C. Estab. 1869

69. 1

AERONAUTICS

ODIER

VENDOME

August, ipic '

MONOPLANE

Ready to Fly

$2500 F. 0. B.
NEW YORK

Sole Agents

United States, Canada and
Mexico

Yves de Villers & Co.

Paris New York

Philadelphia

Aeroplane Tubing

U DIAMETER :: :: 22 GAUGE :: :: 4 FOOT LENGTHS
Polished Steel Tubing : Made up to your Measurements

VERY STIFF AND LIGHT 25 cents a foot

— — ^^^^^>-^.^^^_^^^^^^_____ Weight 8 oz. per Foot

J. L. LUCAS, 2 Fox Street, Bridgeport, Conn.

AEROPLANE MATERIALS

Gliders designed and built

Catalogue free. Complete instructions for building full
sized aeroplane, with scale drawings, 55 cents

J. W. Roshon Harrisburg, P

PROPELLERS

$30

Laminated Wood,
True Screw,
Any Pitch,

Why
Pay
More?

HOLBROOK AERO SUPPLY CO.

f JOPLIN, MO.

ST. I.OUIS, .Tune 18.— At 5.o0 p. m. 11. E. Ilonr.v
well and W. F. Assmann, left in the "Centenni:il"
to make another attempt to win the Lahm cuii.
'J'he landing was made 6 miles south of Bowin,
K.V., on June 3 9, at 6.30 p. m. Just after landing
a heavy storm broke. The distance is 354 miles.

r.VXTON. June IS.— J. H. Wade, A. H. Morgan
and W. K. Chisholm in the "Sky Pilot" to Pair-
view, I'a.

ST. lot; IS, June 20. — Miss Julia Hoerner de-
cided to l)ecomo a pilot. After half an hour an
electrical storm came up and the aide, John
r.erry, helped her make tlie descent. 9 miles from
St. Louis. The balloon was the "Melba."'

PITTSPIELD, June 25.— Wm. Van Sleet, Wm.
Dear and P. M. Christie. I •> ,

LOWELL. June 2.'").- Charles J. Glidden, Mrs.
M. N. (iliddeu and J. .L Van Valkenburgli in the
"Mass." to Salem, N. H. Dur. 1 hr. 35 m. ; dist.
12 m. ; alt. 4,100 ft.

tW ^'''- I'OUIS, July 2. — Wm. P. Assmann, (iiialided
»»^is iiilot. taking up two passengers. Landing was

near I'attonville. Mo. Dur. 2 hrs. ; alt. 0,200 ft. ;

rained during part of ascent.

PIIIL.V., July 9. — Dr. Thomas E. Eldredge. Dr.
(Ji^orge IL Simmerman, Dr. L. P. Pifier and jMiss
.\nna Niitinger, in the "Phila. IL" to Mount lloliv,
\. J. .\ititude reached 7,000 ft.

LOWELL, July 9.— Chas. J. Glidden. John J.
Xan A'alkeulmrgh and Edward E. Strout in the
"Mass." to Andovcr, Mass. Up 40 min. ; dist. 4
miles : alt.. 2,100 ft. ; poor gas. This made Mr.
(ilidden's 47th ascent.

F. O. ANDREAE

REGISTERED

SOLICITOR OF

Aeronautic Inventions

a specialty
at home and abroad

PATENTS

Pasadena,

Calif.

PATENTS

20 Years Experience

4i4>*l*4*4*^4*4"!''*l°<^^*{*^*'*'
*

SPECIAL ATTENTION TO AERIAL
NAVIGATION

Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements
— — = — BOOK MAILED FREE TO ANY ADDRESS

CHAS. E. BROCK, patent attorney

4»^«4°^* I '* I * ' 1 ** 3 * ' 1 *^* 1 ** 1 ** 1 ** 1 ** 1 **8*

4*
4*
4*

* 913 F STREET, WASHINGTON, D.C. 256 BROADWAY, N EW YORK CITY {

•i* I HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES 4.

4* 4.

>4'*i"S>'S'4*4*4*4*4'4'4*4>4*4*4"S*v^*B*«S*4*4'4*4*4*4*4>4**s'4*4>4*4'4**>4*4'4'4*»:«4>4*4*4*4*4*4*'!*4*4*4*4*4*4*4*4*'>4'4*4*4*4*

AERONAUTICS

Patent List.

Kobei-t E. Green, New York, X. Y., 900,539.
June 7, 1910, filed June I'-J, 1909. AIKSIIIP.
An aeroplane consisting of a pluralitj- of sails
at tile front and another set at the rear with a
propeller intermediately between them. Both sets
of sail.s are pivoted so as to be movable and in
addition the rear set is provided with rudders
movable laterally.

Louis L. Crane, New Y'ork, >.'. \'., 960,831. June
7, 1910. filed Dec. il, 1909. FLYING MACHINE.
A toy aeroplane the characteristic features of
which are a frame composed of several rods
secured to a plate at the front and joined at the
rear in the form of a tripod, in the center of
which extends a rubber band operating a propeller
at the front and a triangular tail piece at the
rear.

Frederick W. Wuerth, Cincinnati, O., *Mi\,\)'l'y.
June 21, 1910, filed March 1.5. 1910. ATTACH-
MENT FOK AEROPLANES, consisting of flexible
wings attachable thereto and projecting outwardly
therefrom. Means are provided for distending or
collapsing the wings and changing the angle of
incidence.

George D. S. Reecc, St. Louis, Mo., 902,386, June
21, 1910, filed June 10, 1908. AIRSHIP, the char-
acteristic feature of which consists of sets of
wings, each wing comprLsing a frame made up of
a rod projecting at right angles from a .shaft, and
a series of arms projecting from the rod. This
frame is covered with cloth and several such
wings extend radially from the shaft in the same
plane.

Samuel Montgomcrv, Stockton, Cal.. 962.052,
June 2S. 1910, fil(.d Dec. 14, 1908. FLYINCJ
MArillNE of the helicopter class, comprising a
main rotative shaft used vertically from the cage
or basket containing the motor. This shaft is pro-
vided with propellers and at its top a parachute
is secured, so arranged that connections from the
cage enal)le the opening or closing of the jiam-
chute.

CLASSIFIED ADVERTISING

(Continued from page nn)

FNRINF FdR ^Al F ^""^ "®" ^'^ "• P- ^o"*" cylinder
I.I1UII1L I uii OHLL air-cooled aviation eng'ine. equip-
ped with Bosch magneto and Laminated true screw 6
foot propeller -200 lbs. thrust. Engine weighs ly7 lbs.
Outfit just cost us about $600; will s.-ll for half or will
exchange for 50-7.5 H. P. motor. Address, "Aero Dept.,"
STEBBIXS ^ GEYNET, Norwich, Conn.

THE FUTFRE FLYINci MACHINE^ This won-
derful machine is automatically balanced in ttie
air, it does away with the warping of the wings
or tips, is operated by one steering wheel and
is driven by two propellers which derive their
power from a 50 h. p. revolving cylinder motor.
Its wings have a spread of 30 ft. and are 27 feet
in length. The simplicity of this machine does
away with accidents, and makes it very easy for
anyone to operate. I wish to form a company of
one or more to manufacture this machine. If you
are interested, address Rali^h Cole. Tipton. Ivans.

August, ipio

EQUIP YOUR AEROPLANE

WITH

Aeroplane Fabrics

Aeroplane Tires

Bumpers

Tell us what you need, and let
us explain the superiorities of
GOODYEAR Materials.

THE GOODYEAR TIRE
& RUBBER COMPANY

Akron, Ohio

AEROPLANE WIRE WHEELS

20" X 2" Curtiss Type in Stock-WEIGHT 7 LBS.
Monoplane Tail Wheel. 16" x I '-"-Weight 3 lbs.

Farman Type Axles ^.h^'shSAbsorbers

14" Wire-Spoked Steering Wheels - - Turn-Buckles

J. A. WEAVER, Jr., 956 8th Ave., N. Y.
L. B. REPAIR CO., Inc.

EXPERTS ON GASOLINE MOTORS
REMODELING and OVERHAULING
MOTORS, MAKING SPECIAL PARTS
FOR EXPERIMENTAL WORK ON

AIR, LAND ^^ WATER VEHICLES

225 W. 57th St.. N. Y. Tel. 6549 Col.

Ct^iW

CI>.A/v^yC».vv^ WVcyto-U

25-30 h. p. cy4nzani cTWotor

now on exhibition at
735-7th c/4venue, New York.

Sole Agent

UNITED -STATF.S. CANADA AND MKXICO
Vves de Villers & Co.

NEW YORK

PARIS

PHILADELPHIA

AERONAUTICS

August, ipio

mmm}

250 West 54th Street
New York

Cable: Aeronautic, New York

'Phone 4833 Columbus

Published by

AERONAUTICS PRESS. Inc.

A. V. JONES, Pres't - — E, L. JONES, Treas'r-Sec'y

subscription rates
United States, $3.00 Foreign, $3.50

ADVERTISING REPRESENTATIVES:

E. F. INGRAHAM ADV. CO.
116 Nassau Street New York City

No. 37 AUGUST, 1910 Vol. 7, No. 2

Entered as second-class matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879,

C AERONAUTICS is issued on the 20tti of each month
All copy must be received by the 10th. Advertis-
ing pages close on the I5th. :: :: :: :: :: ;:

^ Make all checks or money orders free of exchange
^'^ and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. :: :: ::

WE are forced to print all new material this
monith in, small type in order to make
room. There is on hand considerable
amount of material in type for wliich we have
been unable to find space as yet.

Hour flights abroad are so common that it
seems useless to further chronicle them, and in
the future we will merely try to print new rec-
ords made, new machines, especially long flights
and events of more than usual importance.

PRO(iRE'SS will certainly demand its toll of
lives, but there is certainly no cause for
alarm. Fatalities have not been as numer-
ous as those which occur in nearly every auto-
mobile meet of importance, and the entry list in
the aviation meets has been fully as large as that
of any motor race. Considering the number of
flights made, both at meets and elsewhere, the
restricted grounds at which many meets are held,
one may feel assured that the percentage of fatali-
ties is small.

A word of caution is necessary, however. De-
velopment does not appear to be along the line
of making safer machines, but in building faster
and more varied' types. Familiarity breeds con-
tempt, and aviators should not take the fearful
chances that some do.

IT is worthy of comment that aviation, abroad
has reached the stage where meetings may be
held on the same basis as motor and horse
racing, where competitors pay entrance fees re-
turnable only on condition, say, three laps of the
course are made, and where the sole remunera-
tion consists in the jirizes to be won.

Correction.

In the article, "How to Make a Propeller,'" in
the .July number, the last two paragraphs, by mis-
take, were misplaced and put in the adjoining
column. The last sentence of the article should
read : "This will NOT duplicate, however, a Cur-
tiss propeller, etc." The word "not" was omitted.

»»»»»»»»»»»»«n»tmmmmm tt t t t»»»m

I Permanent :-:
:-: Exposition

»»»»» : »nn»»»»»:»»»» : »n»»» : »»»»» tt

THE Permanent Exposition at the oflice of
Aeronautics is growing. People are com-
ing in every day to look over the various
exhibits and immediate calls on the manufacturers
result.

We want to have every manufacturer of aero-
nautical material represented. If necessary, use
the Exposition as a stock room, as some are doing.
We want motors, samples of sockets, oils, bear-
ings, magnetos, plugs, tires and anything that
may be applicable to the new industry.

Manufacturers should send a supply of their
catalogues and print on their circulars, stationery
and letters the fact that they are exhibitors in
Aeronautics' I^r.maxext Exposition.

EXHIBITORS.

Haktpord RrBBKR Works Co., Tii-es.

Witte.mann Bros.. Gliders and Supplies.

Warner Instrfment Co., Aerometer.

Requa-Gibson Co., Motors and Propellers.

Elbridge Engine Co.^ Engines.

Pennsylvania Rubber Co.. Tires.

C. E. CoNOVER Co., Cloth.

Edwin Levick, Photos.

RoEBLiNG Co., Wire Cable.

El Arco Radiator Co., Radiators.

J. A. Weaver, Wheels, etc.

Whitehead Motor Co., Motors.

Greene Co., Propellers and Parts.

Bosch Magneto Co., Magnetos.

.Vuto-Aero Supply Co., Supplies.

R. I. V. Co., Ball Bearings.

.T. Deltour, Bamboo.

.1. S. Bretz Co., Magnetos, Bowden Wire.

Aero Supply Co., Supplies.

CHA.S. E. Dressler, Model Maker.

Wm. p. Youngs & Bros., Lumber.

BuEL H. Green, Tumbuckles.

Profac Food.

What Bishop Says.

" 'Will the Wrights compete for the International
Cup?'

" 'No one knows as yet ; they refused! last
year to compete and it is I, Cortland Bishop,
who paid the expenses of Curtiss so that one
American aviator might compete for the cup and
he won.' He adds with a practical and national
instinct; 'it cost me a great deal of money.'

" "It has been said that the International Cup
would cost aviators very dearly in expenses, etc.,
and would only result in the winning of an art
object of medium value.'

" 'No doubt, but French aviators are free to
come or not as they please.'

" 'Then your opinion is that apparatus of French
origin will win over the American's?'

'• "I have not ridden with the Wrights but only
with Paulhan. The impression of security is
perfect andi must be much greater than with the
Wrights. These oscillate a great deal in the air
and I believe in the superiority of the French.'

"Mr. Cortland Bishop stopped and offered ami-
ably to complete the interview when dcsiriMl.
We shook hands cordially and transatlantically
and he renewed his walk towards the Tuileries."

The above statement of Bishop with respect to Cm ti'^s
is not an accurate statement of the facts.

The labove interesting item was printed in the
French organ I'Aero. being an interview with the
honored president of the Aero Club of .A.m€rica.

ERONAUTICS

August, igio

We Build Balloons That Win

HAVE WON EVERY CONTEST ENTERED AGAINST ALL MAKES

CHICAGO CONTEST — Balloon "Fielding-San Antonio" — 9 competitors

Distance and endurance trophies, also water record of the world — 350 miles one trip

INDIANAPOLIS CONTEST— Balloon "University City" — 6 competitors

PEORIA CONTEST — Balloon "Peoria" — 3 competitors

ST. LOUIS CENTENNIAL CONTEST — Balloon "St. Louis III" first, and Balloon

"Centennial" officially second for distance and endurance, 47 hrs., 4 1 min. — 8 competitors

Balloon "St. Louis III" — speed record of America — Lambert, pilot; Von Phul, aide

JUST THINK OF IT, EVERY CONTEST IN THE LAST TWO YEARS.

Aero Club Grounds, Centennial Contest, St. Louis, Mo.

Q The longest voyage by a licensed pilot in the United States, in 1908, 'was
made with the 2200 cubic meter "Yankee" — 461 miles with two stops —
a remarkable performance; 800 pounds ballast aboard when landing.

HONEYWELL, Builder

Q The greatest balloon trip of 1908 and 1909 — 850 miles in competition —
made by the 2000 cubic meter balloon, "Fielding-San Antonio." Four
American and two Foreign makes defeated by wide margin.

HONEYWELL, Builder and Pilot

AEROSTATS, AIRSHIPS AND INSTRUMENTS

FRENCH— AMERICAN BALLOON CO.

H. E. HONEYWELL, Director

4460 Chouteau Avenue, St. Louis, U. S. A.

In answering advertisements please mention this magazine.

AERONAUTICS August, loiC

e Name

BURGESS CO. & CURTIS

Good Workmanship

*
*
*
*

% MARBLEHEAD, MASS.

+
+

* means

*
4'
*

4. __

I OUR cylEROPLANES

•!•

I stand on skids, run on skids,

I get into the air on skids,

I alight on skids, and are

SAFE ...

I on skids

C They are made by crafts-

* men, trained to careful work
% for many years on racing boats

I Our men know why and how

* j>4>>i>4'4'4>4>4»&4<4'4'4>4'4>4>4'4'4<4*4'4-4-4'4>4>4'4-<<4'4*4>4'+4*4*4'4'*!'4*4'4*«i*+4'4"&4'<{<'f'v

I Ask the Man Who SAW One

*
♦

4*
•^4•4••^4$>4>4•4••l•4•4•4•<|i4•4•4•4>4•+4•4•4•4••i•4•4•4•4•4•4•4•4•4•4^•^4•4•4•4••^4••^4•4•4•4•4•4•4•4•4••{••I•4•4"^4••l•4•4•

In answering advertisements please mention this magazine.

'I-RONAUTICS August, 1910

V. RADIAL BALL BEARINGS

R. I.

Used by Leading Aviators.

Light in weight —
Strong and

Durable.

Variety of types and sizes

in stock.

Absolutely Guaranteed.

Send for Catalogue 19.

All Sizes Hoffmann
Steel Balls on Hand.

^. I. V. CO. 1771 Broadway, New York

''HI -FLYER"

THE HELICOPTIC FLYING MACHINE

Was the Sensation of the First National Aviation Meet

at Indianapolis. Actually flies 600 feet, four times as high as the tallest church
spires, 22 city blocks. x\viators are using this apparatus for determining direc-
tion and velocity of wind at altitudes up to 600 feet. Recreation for old and
young. Any child can operate it. Get one to-day.

ON SALE EVERYWHERE, 50 CENTS

BUFFALO PITTS CO., DEPT. H, BUFFALO, N. Y., MANUFrciuRERs

Aeroengine

^ PRICE I 250

20-30 H.P

5 in Bore. 5 In. Stroke
1000-1500 R.P.M.

Weight 98 lbs

Write for a Catalogue

The Detroit Aero-plane Co,

DETROIT

MICHIGAN

EDWIN LEVICK

Aeronautical

AND MARINE

Photographers

Telephone 108 FULTON STREET Cable

100 John NEW YORK Photonews. N.Y.

Photographs of Practically every Aeroplane and Airship in the World

Lantern Slides and Enlargements our Specialty
Write for Catalogue Agents Throughout Europe

SEND FOR LIST OF

Latest Aero Books

AERONAUTICS

250 W. 54th St. New York

In ausu-ettng advertisements please mention this magazine.

AERONAUTICS August, 19 l

BALDWIN'S
Vulcanized Proof Material

WINS

LAHM BALLOON CUP— 697 Miles

Forbes and Flelschman, Balloon "New York"

BEST DURATION INDIANAPOLIS BALLOON RACE—

35 Hrs., 12 Mins. Forbes and Harmon, Balloon "New York"

U. S. BALLOON DURATION RECORD— 48 Hrs., 26 Mins.

Harmon and Post, Balloon "New York," St. Louis Centennia'

U. S. BALLOON ALTITUDE RECORD— 24,200 Ft.

Harmon and Post, Balloon "New York," St. Louis Centennial

BALDWIN'S VULCANIZED PROOF MATERIAL

Used in the U. S. Gov. Dirigible and Spherical Balloons

WILL last from five to six times as long as a varnished balloon. The weight
is always the same, as it does not require further treatment. Heat and cold
have no effect on it, and ascensions can be made as well at zero weather as in
the summer time. The chemical action of oxygen has not the same detrimental
effect on it as it has on a varnished material. Silk double-walled VULCANIZED
PROOF MATERIAL has ten times the strength of varnished material. A man
can take care of his PROOF balloon, as it requires little or no care, and is NOT subject
to spontaneous combustion. Breaking strain 100 lbs. per inch width. Very elastic.
Any weight, width, or color. Will not crack. Waterproof. No talcum powder. No
revarnishing. The coming balloon material, and which through its superior qualities,
and being an absolute gas holder is bound to take the place of varnished material.
The man that wants to have the up-to-date balloon, must use VULCANIZED PROOF
MATERIAL. Specified by the U. S. SIGNAL CORPS.

AEROPLANE MATERIAL A SPECIALTY

Prices and samples on application

Captain Thomas S, Baldwin

Box 78, Madison Square
NEW YORK

In answering advertisements please mention this magazine.

AERONAUTICS

"Wittemann Glider In Flight

C. and A.

WITTEMANN

DESIGNERS - CONSTRUCTORS - DEVELOPERS OF

Aeroplanes,

Gliding Machines, Models,

Separate Parts

PRACTICAL LESSONS IN GLIDING
Experiments Conducted Large grounds for testing

. GLIDERS IN STOCK
works:

1 7 Ocean Terrace and Little Clove Road, Staten Island, New York

Telephone. 390-L West Brighton

WE MANUFACTURE THE
LIGHTEST WEIGHT AND
HIGHEST QUALITY EN-
GINES IN THE WORLD

All working parts of Krupp
and other German Steels of
highest tensile strength ob-
tainable.

THE EMERSON ENGINE CO.

Incorporated

exandria

Virginia

August, igio
♦♦♦♦♦"<

LAMINATED TRUE SCREW

PROPELLERS

In Stock For Immediate Shipment

/^LiR6-ft. Propeller delivers 200 lbs.
^-^ thrust at 1200 R. P. M. CDo
you want to get the best results? If
so get a *'Brauner Propeller.**

CLOur Propeller has proven more than
satisfactory to those using it : : : : : :

6-ft.

6h lbs. -

- iSio.oo

7-ft.

- 50.00

8-ft.

11 " -

- 60.00

P. BRAUNER & CO.

335-339 EAST 102nd STREET

Phone, 2189 Lenox ::: NEW YORK

FIRST in war, FIRST in peace,
FIRST in the hearts of its country-
men — By Georsre!

Bear In Mind — It's a combined Helicopter,
Parachute, Gyroscope, FL\'-wheel, Monoplane.
JOS. E. BISSELL, Box 795, Pittsburg, Pa.

AERONAUTICAL CLASSICS

===^=== Published by ^=^^=^=^=

THE AERONAUTICAL SOCIETY OF GREAT BRITAIN

NOW READY

1. AERIAL NAVIGATION.

By Sir George Cayley, Bart., with Portrait
and Biographical Notice. First published 1809.

2. AERIAL LOCOMOTION.

By F. H. Wenham, with Portrait and Bio-
graphical Notice. First published 1866.
^ Four more volumes in the present series will be issued during the
^^ course of the year, including the most important works of Walker,
Stringfellow, Pilcher, Francis Lana. Leonardo da Vinci, etc.

The originals of this valuable series are extremely rare, and practi-
cally unobtainable. All the illustrations are reproduced in facsimile.

Price 25c. each volnme. Post Free 30c.

Subscription for complete series of six, $1.35 post free
On sale at the Publishing Offices of of the Aeronautical Society
KING, SELL & OLDING, 27 Chancery Ltoe, London. Englana

In answering advertisements please mention this magazine.

AERONAUTICS

August, T^io

AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR

of America

Representing
the

CONTINENTAL RUBBER COMPANY

of HANOVER, GERMANY

MAKERS OF THE FINEST AND STRONGEST BALLOON AND AEROPLANE MATERIAL IN THE WORLD

Rubber

Fabrics

for

Balloons,

Aeroplanes

and

Airships

Passenger

Aeroplanes

and

Flying

Models

W. Morrell Sage

Engineer

Models Developed

One to Fifty Passengers

Contractor to the United States Government

AND

Ninety-five per cent, of the Clubs in this country

Also Representing the Santos Dumont Aeroplane

American Representative

Carton & Lachambre

Balloon and Airship Builders
of Paris, France

The Wilcox Propeller

Address : Box 181

Madison Square

N. Y.

Jn answering advertisements please mention this tnagaxine.

ERONAVTICS

FREE
TWO BOOKS:

61-Page

"Inventor's Guide"

and

64-Page

"Proof of Fortunes

in Patents
What and How to

Invent"
'THESK books will
■'■ tell you How to
Secure Money to
"Patent" your In-
vention, H o w to
Sell Your Patent,
and ALL about the

Great Success
of My Clients

T r a d e - M a r k s ,
Copyriffhts. Prints,
Labels, Registered

ADVICE FREE

Correspondenee
Solicited

PROTECT YOUR IDEA!

August, igio

Patents that Pay

"My Trade-Mark"

' Your business will have my personal attention."

-E.E. V.

4:180,340.004!

tP MADE BY MY CLIENTS y

YOU Should Have My FREE BOOK

Telling- HOW OTHERS will do
the same IN THE FUTURE.
"WHAT AND HOW TO
I N \' E N T • ■ B () O K F K 1-: E .

REFERENCES:

American National Bank,

Washington, D. C.
Little Giant Hay Press Co.,
Dallas, Texas.
Gray Lithograph Co.,

New York City. N. Y.
Farmers Mfg. Co..

Norfolk, Va.
New Era Mfg. Co.,

Fairfield, la.
The Parry Stationery Co.,
Oklahoma City, Okla.
Bell Show Print Co.,

Sigourney, la.
The Camp Conduit Co.,

Cleveland, O.
The Iowa Mfg. Co.,

Oskaloosa, la.
Sam'l Allen &Son Mfg. Co.,
Dansville, N. Y.
The Garl Electric Co.,

Akron, O.
Superior Mfg. Co.,

Sidney, O.
Tidnam Tel. Pole Co.,

Oklahoma City, Okla.
Bernhard Furst, Vienna,

1. Austria-Hungary.
Compound Motor Co.,

Brooklyn, N.Y.
•irculation

I advertise my clients patents free in a magazine having t\v

MY FEE RETURNED IF "PATENT" IS NOT ALLOWED

(Ske Above List of References— THEY TAl-K !)

HIGH CLASS WORK EXCELLENT TESTIMONIALS

Slccessfl'i, Clients in Every Section of the U. S
Expert-Prompt Services

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Patent Litigation

PATENT LAWYER,

E. E. VROOMAN,

836 F STREET, N. W.

Wash.,D.C.

MV OFFICES ABK LOCATED ACROSS THE STREET FROM THE U. S. PATENT OFFICE

iniiK M ^Tr^iiisag^iik ¥^»niin

WHAT VOU INVENT!

E JT'^'Ulb M, dl]lliiiiDii#JIL ID JL
AERONAUTICS A SPECIALTY

^T Improvements in Aerostructures should be protected without delay. Thousands are

^1 experimentinj;, and your discoveries ma> lie made and patented b> others. A seemingly

unimportant point to-day, may <'()ntrol tlie Aeroijlaiie and Dirigible in tlie future asthcbclden

Patents control the Automobile. Do not give your ideas away ; protect them with solid patents.

We render an opinion as to the patentability of any invention without charge. Send us a
sketch and description, photographs or a model for immediate report.

Booklets giving full information in Patent Matters, a list of needed inventions and a history
of successful patents, mailed free. Write for them.

PROMPT AND PROPER SERVICE

WOODWARD & CHANDLEE 12^7 F street, WasMi^ton, DC.

E
I

PARAGON

■

\ Design for CURTISS TYPE of Machine

I Seven feet diameter by ■t.40 to 6.10 ft. variable pitch. Performance guaranteed— Sixty miles per hour on
511 H. P. at UOO R. P. M. We have these in the following styles :

No. \. All edge-grain silver spruce, 6V2 lbs. $50.00. No. 2. All quartered grain white oak, 9 lbs. $55.00

No. S. Quartered white oak with spruce core, as illustrated, 7':; lbs. $60.00

» No description of these propellers can do them justice. In them theory and practice have been liar
incmized. They must be seen to be appreciated. Other designs in stock or furnished on short notice.
AMERICAN PROPELLER COMPANY, Washington, D. C.

♦

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In answering advertisements please mention this magazine.

AERONAUTICS August, 191

I
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•I"

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1 he Call Aviation Lngine

1st. .4 Four Cycle Engine. Tlie type used on 90% of all automobiles and motorcyles. The
type used by all prominent aviators here and abroad, and holding all aviation records.

'ind. A Water Cooled Engine. The only kind that can be dependfd upon for extended runs
without danger of overheating. Our spiral water jacket, together with piston pump circulation is
the most perfect cooling sys em yet devised.

3rd. An Oppofscd Culinder Engine. The construction conceded by gas engine authorities to
be the nearest vibration less iy\ie. By all odds the construction best adapted for aviation purposes.

4th. A Silent Engine. The only engine yet designed for aviation liaving both main and
auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other
than merely exhiV)ition purposes.

r)th. .-t "Fool-Proof" Engine. The utmost simplicity of construction, small number of
cylinders, together with its being of the usual Four Cycle type, enables any automobile chanftVur to
set and run it. not one in fifty of whom have any experience with Two Cycle, Revolving Cylinder,
or V^-sliaped multiple cylinder engines.

fith. A Tliorourihli/ Dependable Engine. Our Magnalium outer casing for cylinders and
cvliiider he ids permits of a remarkably strong construction with minimum weight ; while our Vana-
dium Grey Iron Cylind'-r and cylinder head linings, piston heads, valve cages, valve seats, etc., is the
only dependable mitcri il for these parts.

7th. A Superbly Beautiful Engine. The entire de-sign is thoroughly artistic; while all ex-
posetl parts not constructed of Magnalium -a shining non-corrodible metal — are nickel plated, the
whole surface l)eing polislied to a mirror finish.

8th. Phenomenally Pou-erful Engine. This result is .secured by the u.se of a comparatively
small number of cylinders of generous proijortions, as distinguished from a multiplicity of cylinders
with their numerous be irings. and consequent friction, and liability to derangement.

9th. An E.fceptionidly Economical Engine. It is a matter of common notoriety among gis
engineers that economy of fuel, as compared with power developed, is secured by large cylinde:s,
few in number, rather than by a multiplicity of small cylinders— a consideration of paramount im-
portance in aviation.

lOth. ^-1 Moderate Priced Engine. While the material and workmanship of this engine is even
superior to the very expensive foreign makes, and not to be classed with the cheap engines flooding
the market, yet our aim has been to furnish avi iters with a moderate priced engine, cheaper th;in
could be produced by themselves, except in large numbers, and with an expensive shop and foundry
equipment.

Model E-1: 2Cyllnoer, 50 Horbepower, weight 150 lbs., Pr. SLOOO
Model E-2: 4 Cylinder, 100 Horsepower, weight 250 lbs., Pr. SI, 700
Prices include complete equipment, NO EXTRAS

Other Aviation Engines possess a few of
these advantages. This is the only engine
that combines them all.

4" Delivery 30 da^s: Terms, 35 V Cash, with order; Balance sight draft against Bill of Lading

{ WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER

% Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize

«!• the heat of your engine for the comfort of your passengers. Weight, I lb. per gallon of jacket water.

+ SEND FOR CATALOGUE C-2

♦

I THE AERIAL NAVIGATION COMPANY OF AMERICA, Girard, Kansas

^ ^ » } i > | t i j > ^ »^ >| b ■ ! • > | « ■ ! « > | » > ! ■ i | t > | t ■ ^ t ■ ! < t i | t t ^ t jjj t > ! ■ » ! ■ ■ ! » > ! ■ ■ ! • ■ ! < » ^ t t j t ■ ! ■ t j « ■ ! ■ ■ ! ■ ■ ! ■ > | « ^ ■ ! ■ ^ « ■ ! » ■ ! » ^ < ■!■ ^ it ^ ■!■ ■§■ ifr ^ ^ « i f a ^ < ■ { • ■ ! ■ ^ ^ « ^ * ^ ■ ! ■ cfr ^ ' ^ fr H I

In answering advertisements please mention this magazine.

HRON.IUTFCS

Auqust, TQin

AEROPLANE ENGINES

ADAPTABLE ALSO FOR USE IN THE DRIVING OF

Dirigible Balloons and High Speed Motor Boats

EXPERIMENT with no EXPERIMENTS
EQUIP YOUR AEROPLANE with

an ENGINE of PROVEN MERIT

and thereby avoid the unnecessary expenses, accidents and barriers to success
that naturally follow in the wake in the ])urchasin.o- of an untried ])roduct.

IT IS THE ENGINE THAT COUNTS MOST

^T More and more we realize this as brilliant success, and brilliant failure
^^too, are recorded. It is to the engine we must pin our faith to bridge
that distance between us and a complete mastery of the air. To all who
are putting- forward a strenuous effort to achieve this end, a RINEK motor
will prove of invaluable assistance. They are the lightest, ])racticable,
water-cooled aviation engines yet produced, and run with faultless i^recision.

TYPE B-8

()OH.P.,Eight
Cylinders,
mounted "V"
shape with a
<)0° relation to
each other.
W eight, 27S
\hs. eoniplete.

TYPE B-4

SO H.P., Four
Cylinders,
mounted ver-
tically on a
common crank
case.

Weig-ht, 180
lbs. complete.

Favored exclusively by the experimenter in the science
of flight, as they insure to him the maximum of safety

American Builders of the STANDARD VOISIN TYPE AEROPLANE

"THE ARISTOCRAT OF FLYING MACHINES"

THE RINEK AERO MANUFACTURING CO.

EASTON, PENNA.

^c|.i3.4i^^.}i4,^4.4.^.{.4..|.^.4.^4.4.•^.>.3•^2•t:^}l•fi•|••i•4••^•^4••^•^4•<••^4•4••^4•4••{•4••^i•4•4•4••^•^<f+•^•l••i).k

In answering adtctiisvments please mention this magazine.

MILTON

IITES ABOU

M Q^BSt L O I L

CURTISS

USED

MOBILOIL

ON HIS

ALBANY-
NEW YORK

%>^

Taouum Oil Company,
Dew York,
B.Y.

Jvme 14, 1910.

Gentlemen:

I wish to let you know that the
oil which befouled ray spark plugs was not
your oil. I used KOBILOIL going to Phlla-
dolphla and had no trouble. Owing to mis-
understanding, I was suppliaiJ there with
some other oil, which caused the trouble
resulting in my descent. Had I used Mo-
blloll on my return flight, I should, un-
doubtedly, have made the trip home without
a stop.

Very truly youra.

^, //. 0c..^^

HAMILTO

USED

MOBILO

ON HIS FUG] ,

FROM

NEW YORK I

TO ^

,PHiEKriE!
June 13th,,

1 11 Mil 11 H Mca nfiarii

myiwtfiiijF^'

' picrcniAL fi£w^

cuu

ANY

Vol. VII

SEPTEMBER, 1910

No. 3

THE AMERICAN MAGAZINE
OF AERIAL LOCOMOTION

PRICE 25 CENTS

38th ISSUE

latisfied with Elbridge Engines?

:bridge engines are all sold with cylN UNLIMITED

JARANTEE BASED ON c/^ C T U A L PERFORMANCE

.Jecent flights have
: n made with
LB R I D G E
EATHERWEIGHT

lines by J. J. Frisbie
Vlineola, Dr. Wm.
ene at Rochester,
t. G. L. Bumbaugh

Ind ianapolis,
vard H. Skinner,
ith Beach, and
ly others.
■Jo one eyer com-

ined that an
ridge engine lacked
/er or speed. Not
' do they represent
e actual hor se-
ver forweight J- J- ^"-'^bie at Mineola, N. Y.

1 any others on the market; but broken parts are practically unheard of. You need
iv descend for "Lack of Power" if you use Elbridge Engines.

LBRIDGE ENGINE COMPANY

"-«,' ". —

Culver Road

Rochester, N. Y.

AERONAUTICS September, ipio

^j.4b4>4i4i4.4i4.4i4.4i4.4.4i4i4M}i4.4.4.4.4.4i4.4.4i4.4.4.4.4.4.4.4.4.4.4.4.4.<|.4<4.4.4.4<4.>t4<4<4.4<4.4.4.4.4.4.4.i.44i

WE MAKE YOU FLY

I The HF Flying Power Plant

|| "That engine will fly any properly built plane " *

T ■ — (apt. Thomas Baldwin ^

T 4i

J "I made a 25 mile flight (at Mineola) yesterday (July 12), the *

J engine not missing once " — Geoi-oe Russell *

+ l!

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* Four cylinder, vertical, four cycle, water cooled engine, 30 H. P. and J
I 50 H. P. ; 100 H. P., 6 cylinder *

I 1. Engine. |

* 2. Oiling System, force feed. J
J 3. Oil Tank, aluminum, integral with crank case. *

* 4. Carbureter (aluminum), aviation type. *
J 5. Water, circulating pump. {
J 6. Radiator, special HF aviation type. *
Z 7. Magneto, Bosch type or Eiseman Automatic advance. *

* 8. Copper Gasolene Tank. *
J 9. Propeller, laminated mahogany. £

* 10. Steel hub and thrust bearing. ♦

* 11. All necessary wiring; piping for gasolene, water and oil. *

4t 4*

% COMPLETE TOOL KIT— Water plug, wrench, socket wrench for plugs, |

Z screw driver, wrenches for all nuts used, monkey wrench, pipe wrench. jf,

I Price, 30 H. P. Power Plant, $1250.00 J

I 50 " " " 1675.00 I

I . J

J The customer has no further expense except gasolene and oil %

* t

I HARRIMAN MOTOR WORKS, INC. |

I SOUTH GLASTONBURY, CONN. J

* ♦

In answering advertisements please mention this magazine.

AERONAUTICS September, 1910

f T

e Name *

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BURGESS CO. & CURTIS

MARBLEHEAD, MASS.

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guarantees t

Excellence in Design and Workmanship

Our Aeroplanes are Safe
They Fly Well, Too

{•^•{•^^•|>^t{>i{M'2iigi^^4*4"i*4*4*4*4"i*4*4"i*4*4*4**i'4'4"{*4*4*4*4*^*{*4*4"!"i*4"{*4*4"!'4*4"l*'{*'f"S'

CLOur Model A flew successfully I

but our Model B beats it. t

CLOur new Model C is even better. |

CLThe price remains the same.

*
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* *

4. 4.

J Call any Day — Weather Permitting |

I at our Aviation Grounds, %

4. 4i

I Newbury port y Mass. %

4. 4.

4« 4>

i For a Convincing Demonstration I

4. u 4.

4. 4.

4'f4'4>4M>4>4>4>4>4'4>4>4>4>4-4>4>iM>4>4>4'+4>4>4>4-4>4'4>4>4>4>4>4'4>4'4>'{<+4>4>4>4''I'4''i''i''i'<i'>h4>4''h<i-<l>4'

In ansivering advertisements please mention this magazine.

AERONAUTICS

September, 1910

Cheering Hamilton's Philadelphia Flight

THE RECORDS OF HAMILTON, CURTISS, WILBUR AND ORVILLB

WRIGHT, FARMAN, CALDERARA AND MOISSANT WERE

MADE IN BOSCH EQUIPPED AEROPLANES

In answering advertisements please mention this magazine.

Vol.
VII.

cAeronautics

Copyrighted, 1910, Aeronautics Press Inc.

No. 3

ROVING HORSEPOWER— BY REACTION

nKLIVK.RK.n BKKORE TIIK AF.RONAI TICAI. SOCIETY'

By C. H. Inman.

I'VE: — Thr iiiithor iif this paiirr has dcriscil
iliparatiis for iiuliraliiit/ Ihr r. p. in. of ini
lie and the indiicller Ihiiist <it all times diir-
ftif/ht. The imiier i-oiitiiiiis much food for
i/ht. — Till-; KniToi!.

OH a numUcr of ycjirs I have ixitcd the need
of some i-i'liable method of di'teriuiuiuft
the horse jjowei- of small internal eom-
bustion and other portable engines, and

ite tie piissible vahie of some device which

I be attached to aeronautic and other similar
les to show at all times the horse power
ioped by the engine while in actual service.

steam engineer can tell by a glance at his
n gauge whether his pressure is high or low
knows at once if he is supplying his engine
the maximum pressure. The gas engineer
Snot this aid. but must trust blindly to olttain-
( he right c<)nil)inati(>ns of numerous conditions
S then guess at the result. *****
'ere are various methods by which this may
one. of whicli I mention three, besides the
i I will describe later : and of which last-
sioned method I believe 1 am the origin-

! ould my method prove of vaUu'. I will exact
( ondition that the same be called as I have
itened it, ■'The Reaction Test." to deter-
; the iKirsejiower of engines and other ma-
i's where aiiplical)le : and further, that the
\ !• lie accredited to me unless someone else
I ir(i\e a better and prior claim.

' lirst of the three methods mentioned. I

i-^i.iic. is the well-known 'Trony brake lest."

1 I viiu will later note that I seem to follow

■I way. l)ut a close analysis will show a

'il (lei)nrtur(> in some respects.

' siccind method in merit I will accord to

■'1\ naniometer." also well known among (>ngi-

lUii' aitplication of which is to attach a

ini lilades to the shaft of the engine, said

- iiiing of a known area and set at a
■ ill distance from the shaft centers, at a

■vpccd <'xert a certain amount of resistance.
■iliiiLi to area, diameter, speed »nd atmositheric
ii.\ From these we may calculate constants

iwi'd in conjunction with speed of engine.
I ■ next method is an electric one or the

II resistance of electric currents flowing
• ^li i>roper conductors, or magnetic effects.

b sr three methods are all of merit in certain
-. liut none of them can be utilized, as far
'■ writer knows, while the engine is develop-
;isi'fnl work, ])ossibly excepting some of the
<ii- devices, 1 will endeavor to show how
,M device may be applied to aeronautical and
1 'Ugines showing at all times the exact
'r ixerted l)y the engine without absorbing
ill ibe energy develoijed by th(> engine while
'lull service. Said device. I think, need
\ i-ili more than l(i pounds for a ."iu- horse-
[1 I ngine. and may be applied equally well to
.).iil\ing cylinder type or th(> ordinary crank
I type. With the aid of another attachment
4I11 weight the exact pull or thrust of pro-
may be measured at th<' same time in a
nr manner. This may lie useful to aid in
milling the variations due to changes in at-
li. !i<- condition and also in ditTerent alti-
I .1^ well as showing at once ihe best mean

- ^iieed, junver absorbed and pull of proi>eller
'luying conditions, absolutely doing away

-m sswork. With the aid of a^suitable speed

indicator and a graduated strip or ribband of
paper i)a.ssing over a small, light drum driven
by suitable means from engine shaft, it will be
))()ssible to obtain an accurate record under varV-
ing atmospheric conditions.

Now in describing my method I will follow
for a way the "Prony brake" system, the same
rules for calculating being used :' but the method
of proci'dure being diametrically opposite, theiv
being no braking elt'ect in my method and posi-
tively no absorption of power as in the other
methods. I measure the [lower from the end of a
lever ijractically in the same manner as may be
done on the Prony system, but on the opjiosite
side and contrary-wise direction or in reverse
direction of transmitted power.

.\ssuming a horse jxiwer to equal :;;!,(i(i<i pounds
raised one foot high i)er minute, a pulley '.V.i ft.
in circumference rotating l.ddOi r. p, m. would,
with a resistance of one pound at the periphery,
be exerting one horse power: with a l(»-pound
resistance. 10 horse power: '>(} i)ounds resistance
our load e(iuals ."io horse power. If the ijullev is
rotating .'(K* r. jj, m. then our indicated horse-
jiovver eipials one-half of the above stated amounts.
If speed of pulley should be 2,000 r. p, m, then
our reading would be doubled or 2, ijd and 100
horse power, respectively. This pulley, like the
North Pole, does not exist, so all persons are
warned not to fit out any exj)editions to search
for it. but is used only as an illustrative point.

Showing sn sna^ication of Pzony 3MKf

+ Fvlcnz-m . C°"mei-Mlinci? wf of CC ^nJ
ar^^chmi^n'^ to Jt prv^rai-Jy .by y^rticjj ivir^

^—^ — ;

H^iTvction of Prpssirrf
from I^Tiginr Siaft

_ :.^ —.

— 33-f- r= /a-S-r-Z -TiaJ.^ S
attached to sn^in^^sAaft. Sn^jtie (p)'

But we do ui'Vcitheless utilize a lever in the
place of the pulley and for convenience sake in
computation consider it to e(|ual one-half the
diameter of the jiulley, altlKuigh it may be in
practice jireferably shorter and also on that ac-
coimt comi)ounde(l to reduce weight and pressure
on the same principle as the platform scale, or a
lever of the second order, therefore, ."!.■) ft. circum-
ference ^- ."i.UlO tpi) -^ 2 = ."> ft. 2% in.,
radius of wheel or the length of our lever and
the same i)ressure exerted at the free end of
this lever will register the same results on the
platfoiin seal or {'alibrated spring as the weight
or resistance on the pulley of sami' radius with
corresponding sjieeds.

.Now I>iagram .\o. 1 will show the application
of the Prony lirake iiriuelple. Let .\ be the
lever, B the pulley attached fast to engine shaft,
the exact diameter of pulley is not essential, but

AERONAUTICS

September, iq

the length of lever is ; C the brnke blocks, D the
means to tighten the pressure on pulley, E the
flow of water to prevent the ignition of wooden
blocks and overheating of pulleys by friction. F
the platform scale on which the thrust of lever
is weighed. This thrust is in the same direction
as the engine shaft and engine must be bolted
down or otherwise well secured to prevent over-
turning. A speed indicator being used in con.iunc-
tion with the apparatus as in the dynamometer
method and a constant to assist in the com-
putations.

Now as the method is generally well under-
stood and may be readily observed from the dia-
gram, it mav not be necessary for me to go
into further " details of the Prony brake pria-
ciple, therefore in Diagram No. 2 I will illus-
trate my method of "Reaction Test."

Let A represent the engine, B the support for
engine which may include a ballbearing and
slipped on engine shaft, but preferably a short,
proiecting part of hub supporting engine shaft
bearing. At each end of crank case and con-
centric with shaft, permitting a free movement
of the entire engine and crank case independent
of crank shaft movement, through a small arc
of possibly 5 deg. will be sufiicient.

Connections to engine, such as water circula-
tion and supply pipe must be made flexible, of
course, to permit free movement of entire engine
tbrousb the small arc needed. Should euTin'^

of crank sh;if1. contrary to the otlier melhc
above mentioned; my theory being that the foi
exerted on the crank shaft is also equall
by an opposed force from the crank case
those types where crank shaft revolves and 1
reverse' order in the revolving;' cylinder ty
In the latter case we would merely attach (
lever to one end of the crank shaft and in t
event allow free movement as before stated.
only remains now to attach another small le'
and dial to the thrust bearing of propeller
determine the pull of same and a small spi
indicator attached to engine to comjilete c
equipment. The power dial will now show i
torque exerted, the speed indicator the r. ]).
of engine and tlie propeller dial the pull
pounds. If we do not wish to add extra nicch;
ism to compute our indicated horse power
may do it easily mentally. For instance, sjk
indicator shows 500 r. p. m.. power dial 40 pouu
we are securing 20 horse power. The propel
dial speaks for itself and if propeller is prope
designed should show a pull of not less than
pounds per horse power developed, or in t
instance 180 pounds.

Should our speed dial register 1,000 r. p.
then our reading with the same pressure
power dial would be 40 horse power and i
I'loieli'T should shew oGO pounds pull. In
favorable atmospheric conditions and engine
tails. Should there be a variation due to a

Ct'_^ TtTiT-^

NOTE - jR wij-^ Tnay iJsa l^ sf/j^L.j /^ f ,

be of a design which is top heavy ; that is, the
center of gravity very much above the crank
shaft, then we would probably have to counter-
liMlance by attaching underneath the engine crank
case, radiator or some other part of the equip
ment ; or it is permissible to make our engine
supports large enough and eccentric to shaft to
obtain center of gravity : in which event a flexible
or universal .ioint would have to be provided
for propeller shaft. Tills overbalance might not
effect reading but a very small per cent while
on an even keel, but doubtless would if a violent
rocking motion were given to plane or wherever
I lie appliance were used, but as it is intended
solely tor aeronautical work, we will not further
consider outside effects.

In the type of engine which I am now develop-
ing and have patents pending, the cylinders are
diametrically opposed in pairs and the center of
gravity lies nearly on the crank shaft, therefore
thc.v normally assume a horizontal position. Let
(' represent our lever which we will compound
on to the indicator hand to reduce weight and
))ovver of calibrated spring required. C being
liolted fast to crank case moves through the same
.•u'c of vibration. D represents registering dial
on which are indicated the pressure of the lever
in pounds, corresponding to the 10-ft. pulley first
mentioned. It may be noted here that the thrust
of crank case lever C is in the opposite direction

tude or change of atmospheric condition, the iiii\
dial will indicate by the pointer If the en;
does not keep up the pressure, whether <Uu'
lack of fuel, or air, or other cause, as any ex
friction due to sticking pistons or hot journ
will not be registered, including also impro
fuel mixtures, (^tc. Should the atmosjihere
very light and thin, then the speed dial n
show the engine is turning over all right,
with a corresponding reduced torque and a fall
off or normal maximum pull of the propeller
indicated speed, thus we may be enabled to
at a glance what is wrong. A wind anomome
may assist in securing positive data on wli
to "obtain more accurate calculation as to ca
and effect of various altitudes and changes of
mosphere in the operation of aeroplanes and ot
kindred subjects.

By utilizing the three indicators as previou
mentioned, we may further make note of ot
phenomena which will be of value to the avia
and scientist alike. We can measure in act
service the variations in propeller thrust duo
increased or decreased speed of plane, also >
to variations of engine before inertia of niach
has been overcome. Also to variations due
ascending and descending from elevations. '
effect when striking a gust or eddy of air. '.
effect can also be observed independently
engine, plane and propeller of the result ol
(Continued opp. parje SS)

RONAUriCS

September, ipio

The Bowden Patent
Wire Mechanism

^OR i/ie TRANSMISSION o/'
iECIPROCATING MOTION
'HROUGH A FLEXIBLE
lND tortuous ROUTE

pHE Bowden Wire Mechanism
is particularly adapted for Motor
ar, Motor Cycle, Motor Boat and
irship Service as follows: For

rakes for Cycles, Motor Cycles.

rakes for Motor Cars, Light or Heavy.

alve Lifters for Motor Cycles.

nition and Throttle Controls foi Motor

Cars, Motor Cycles, Motor Boats and

Airships,
irburetor Ticklers.
)rags for Motor Cars,
uffler Cut-Outs for Motor Cars, Motor

Cyoles, Motor Boats and Airships,
ixiliary Air Controls for Motor Cars, Etc.
larclipse Gas Lamp Shades.

hat it is. — riie Bowden Wire Mecliaiiisiii tou-
ts of but two parts — a closely coiled and
ictieally incompressible spiral wire, consti-
ing what is teimed " tlie outer member," and
vire cable, practically inextensible threaded
ough the above and termed "the inner
mber."

hat it does. — Previous to the inlroduction of
■ Biiwd-n Mechanism the usual mechanical
thod ol' transmitting power Iti other than a
light line was by means • f angle l;vers and
Is, cal)l(s and piilk ys, an 1 oHier such devices,
of which necessarily involve considerable
iiplication, besides increased labor and expense
adapting them s.itisfactorilv to the user's
uirements Th > Bowden Wire M'-chanism
penses with all these difficulties, while
ibling power to be transmitted by the mo t
tuous route. The mechai ism i-; lo np'ete in
;lf, and requires "iily th it one member shall
anchored to a stop at each ei;d. and that the
er member shall le atiaclied to an operating
er at one end and to the object to be moved
the other.

The opportunities for the use of the
wden Wire Mechanism are praetie;illy
limited, and in every ease its eTuploy-
nt is accompanied by decreased cost of
uatinf-- mechanism, simplicity, instan-
leous operation of actuated parts (due to
iohite lack of lost motion) and rehability.
The Bowden Wire Mechanism may he
ipted to impart eithcT a pulling or
5hing movement.

er Two Million Feet Sold Annually

S. BRETZ COMPANY

SOLE IMPORTERS

mes Building :: New York

I The I

WrightCompany

Dayton, Ohio

Sole Makers
and Exhibitors
of the Famous

FLYERS

tfTTBoth 'planes

TiJand motors

built entirely in

our own factory

The WRIGHT COMPANY

*
*

•I*
*
*

*
*
+
*
+
*
+
*
+
♦

t I

•S" .ft

In anszvering advertisements please mcniion this iiiagazi)ic.

AERONAUTICS

September, U

To avoid tyix' description in connection with
"Constnu-tion Aids" has been the aim all
along, making the sketches themselves fully
explanatory-
Fig-. 6 illustrates an interesting article by Marc
Paird in our English contemporary AcioiKiiitics.
He says :

"The carrying surfaces of a monoplane enter
into two classifications : the rigid and the flexible.
The former type, which forms the rational solu-
tion of a light framework. i.s so expensive and
so fragile that it has not been generally adopted.
The latter type, on the other hand, has now
been made to acquire a sufficient degree of rigid-
ity.

"Instead of merely nailing down the cross
ribs at their intersection with the main and
secondary transverse spars of the vving. the joint
at these points is now stiffened by various bind-
ings, small blocks of cork glued in the corners,
and other similar devices. Small square strips
of Irish linen, even, glued in every corner have
Ijroved to strengthen the Bleriot type of wing to
a material degree. The saw-cuts made in the
distance pieces of the ribs, by the use of a
band-saw (instead of a fret-saw) have to be
closed l)y some process of this kind. (A)

"The general arrangement of the framework
of a large wing, measuring some 20 ft. span
from root to tip. Is .shown in ( P. ) . Strips of
wood, preferably spruce. 1 in. wide, are used for
the cross ribs. These taper down at either end.
since the greatest strain nearly always falls
about the center of their length (C). The dis-
tance pieces are carved out of willow % in.
thick (D). They are fixed to the ribs by means
of linen tape bound three or four times round
and glued down.

"The built-uj) transvers(> Itearas are made of
two ash boards, i/^ in. thick and 2 in. wide.
.V small number of distance jiieces are sufficient
to keep the boards together, since the ribs are
placed only 1 ft. apart. In fact, three distance
pieces for each beams are ample ; two are utilized
for fastening the steel bands to the wings, as
shown in (Ei, and one to strengthen the root.

"The construction of the fuselage of a mono-
plane has given rise to innumeralile experiments,
designed to produce a structure combining ex-
treme lightness with very great strength. As a
matter of fact, one may state without exaggera-
tion that those structures that present the ajjpear-
ance of greatest finish and neatest workmanship
are generally the heaviest and most liable to
break. Heavy, if aluminum sockets ar(> employed ;
l)reakable. if any holes are bored in the beams.
These members of the fuselage should never be
pierced or weakened. They require a tight bind-
ing on their whole length, or at least in the
vicinity of the struts. In this connection I may
mention a useful tip, which is illustrated in F
and (J, and which has been found very successful
in practice."

A valuable feature has been added to the aero-
nautic department of tlie Philadelphia Inqiiirer'x
Sunday issue, consisting of a weekly article by an
expert, who writes under the name of Rirdman.
These articles are written in a briglit, conversa-
tional style, and are replete with interesting facts
and gossipy discussion of timely aeronautic mat-
ters. The Inquirer inaugurated a regular aero-
nautic department more than two years ago, at a
time when many other newspapers were printing
facetious articles about "present-day Darius
Greens," belittling the ett'orts of aviators wlioiii
they now laud to the skies. Tlie chief cliarac-
teristic of tliis paper's aeronautic department is
its sane editing. It wastes no .space on fanciful
schemes with absurd illustrations, but is a leader
in the publication of real news and authoritative
articles on aeronautic subjects.

The returns from the Louisville "meet" on .Tune
18-1'J are of interest to show the results under
proper management.

The sum total taken in was $03,036 in two
days. The affair cost about .$11,000. leaving a
profit of $22,636. Had Curtiss been able to fly
an hour earlier on one of the days, it would have
meant a <-i(nsi(lerabl(> increase.

\ai\> wheels aaj a sfnn^y axle of wooi

IOCM//VO h//^^
Vriglit Strut

TS.BsJcTvrJn
TaJl

AERONAUTICS

September, 1910

IGEST

Asli 2' A, ^"

I " Mf'i.iOt*'

7S Frame fvo,t/<

A MONOPLANE Of
'f-OFECT SPAN

LINEN TAfiS

CLueo

STEEL
'■f'/2xf/4-' •^^/32-

,. thick

Hanxi rarmari

'T^f. ^rn&

J. Prentice, Captain, U. S. A., stationed at
Fort Hancock, X. J., has been working for a con-
siderable period on the structure and curvature
of the gull's wing, building many models and a
large 30-ft. surface, made to scale to duplicate a
gull's wing. It is Captain Trentice's theory that
a surface after this pattern will prove much more
efficient than the usual type of plane, and will
enable fiiglit at si)eeds down to 1(1. miles an hour,
lie has had exceptional opportunity for studying
the.se birds, and he has observed them in free
flight in smoke to obtain data on the action of the
air currents leaving the wing.

William Evans, 81T-A I':ast Fifteenth St., Kan-
sas City, Mo., has bought a Greene biplane equipped
with a four-cylinder Elbridge engine. He will
give exhibitions with it.

Charles K. Hamilton's new biplane, of the Cor-
liss type, is progressing. Walter Christie has the
N-cycle ■•\ ]()() h. p. engine well in hand. This
IS intended to weigh less than 200 pomuls. The
inston rods are of tulmlar steel, the wrist pins,
connecting rods and heads being bored wherever
possible to reduce weight. The controversv be-
tween Hamilton and (ilenn II. Curtiss is stHl in
flight.

Lewis Strang, the famous driver of automol>iles.
has bought the imitation Curtiss biplane built bv
I'red Shneider for (i. E. De Long, of the Elbridg'e
Engine ( o. This is fitted with an Elbridge 4-40-(i0
2-cycle motor. Bosch magneto. Schebler carburetor.

ihe public interest in aeronautics has been
turned to good account by L. E. Dare of 216 West
104th St., New York, who recently returned from
a tour of the country, showing priiicipallv in large
department stores. He gathered together' large-size
working models of all the well-known flyers, with
pictures, etc.. to decorate the exhibit. A lec-
turer demonstrated the models at certain hours
every day and explained to all inquirers the busi-
ness of every part of the machines. The stores
featured the exhibition, which covered about 400
sq. ft., in their advertising, and great crowds
were daily visitors. In some cities the public
schools attended in classes.

Ward and Brodie are trying out the Prof. J. J
Montgomery monoplane in Chicago and are mak-
ing daily flights in .lames E. Plew's Curtiss ma-
chine.

Comparing the Gnome and tlie Adams revolv-
ing motors. Eric Walford gives credit for the
early conception and practical work of the Adams-
Farwell construction and finds them similar in
principle. While the greater lightness belongs to
the (inoHie. the Adams has important constructive
advantages. The power of the engine is con-
trolled by varying the compression. A lever per-
mits the adjustment of the inlet cam with rela-
tion to the revolving engine. For full power the
cam operates as usual, but otherwise the inlet
valve remains open during part of the compression
stroke, so that part of the gas is blown back in
tile inlet pipe and less is compressed. This has
the advantage that, when the engine is throttled
down considerably, the iiressure within the cyl-
inders does not fall very low on the suction
strokes, as in ordinary engines, and the lubricating
oil will not lie liable to l)e drawn past the jiisldii
rings into the combustion chaiiilter. By this pro-
vision one of the great ditliculties of revolving
motors seems to lie ol)viated in the .\dams type.
It has no exhaust pipe or inuttler. Iiut auxiliary
exhaust ports at the l>ottom of the stroke break
up the exhaust into two i)orlions and reduce the
noise. The gas is not fed into th(> crank chamber,
as in the Gnome, but into an induction chamber,
and thence through five radial inlet pijies to the
tops of the cylinders, so that this I'ligine does not
lesciiible the radial-tlow turbine as much as the
(iiHime. in which the gas travels radially outward
through valves in the piston head, and then ex-
pands inward, passing outward through the cyl-
inder heads again on the exhaust stroke. — The
.1 iilociir. .Iun(> 4.

AERONAUTICS

September, ipio

Glenn Curtiss Files from Albany

In a Bi-plane Equipped with tO NeW YOrK City

PALMER AEROPLANE TIRES

Hammondsport, N. Y., June 4, 1910
THE B. F. GOODRICH COMPANY
Akron, Ohio
Gentlemen:— I have your letter of June 1st and thank you for your complimentary
expressions.

The Palmer Tires, with which I equip all of my aeroplanes give the best of satis-
faction for the purpose. The light weight does not greatly impede the lifting powerX
of the machine and the great resiliency enables me to land without shock on the
hardest groundt and to pick up speed quickly in starting'^'. I am glad to credit a part
of the success of my aeroplane to the Palmer tire.

Yours very truly, (Signed) G. H. Curtiss.

* "Curtiss-jerked a lever. The machine ghded
along the ground for perhaps fifty yards, and
then rose steadily, gracefully in the air. "'—The
Outlook, June 25.

I "Calm and cool, as unruffled as if stepping
out of a street car. Curtiss, as he landed, called
out, 'where's that oil and gasoline?' " — The Out-
look, June 25.

t "There was a sudden whir of the engine, a
dash, across the field, and then like a huge bird
Curtiss, in his aeroplane, rose gracefully in the
air, circling about so as to come within the limits
of Albany." — The Outlook, June 25.

The Palmer Aeroplane Tire

Manufactured by

The B. F. Goodrich Company

Akron, Ohio

EQUIP YOUR AEROPLANE

WITH

Aeroplane Fabrics

Aeroplane Tires

Bumpers

Tell us what you need, and let
us explain the'' superiorities of
GOODYEAR Materials.

THE GOODYEAR TIRE
& RUBBER COMPANY

Akron, Ohio

AEROPLANE TIRES

Clincher type only, which is the lightest
and most satisfactory type for aeroplanes

SIZE Weight complete

20x4 in. 6i lbs.

26x2i " 6h "

28x2| " 7| "

28x3 " 8 "

28x3i " 8f "

Wheels also furnished for the above sizes
Pennsylvania Rubber Co. , Jeannette, Pa.

BRANCHES:

New York — 1 74 1 Broadway ; Boston — 1 67 Oliver Street ;
Chicago— 1241 Michigan Avenue; San Francisco — 512
Mission Street : Los Angeles— 930 So. Main Street.

In answering advertisements please mention this magazine.

AERONAUTICS

September, iqto

AEROPLANES AND BALLOONS IN MEXICO

By E. L, Ramsey.

The Buen Tono Bleriot Monoplane Totally
Wrecked.

TirERE was nrrat enthusiasm disiiIayiHl ou the
24th of .Inly to attoiid tlir trials of the
Blei-iot moiioiilaiic, iiiadr hy Sr. Mamipl Le-
bri.ia, the ^Mexican aviator, on the lands of
the Kancho de Vallniena, and 8 a. m.. at which
hour the trials wew scheduled to commence, the
field was filled with an immense crowd, that
anxiously and Impatiently awaited the promised
tlishts.

After several successful trials, which earned the
daring aviator tremendous applause, and when the
crowd had gone, (luite a serious accident occurred,
which, had it not been for the agility of Sr.
Lebri.ia. might have resulted fatally.

This accident took place when the aviator was
returning to the hangar after having made an
excellent flight, which easily surpassed all others
made thus far. making all the turns with ease and
having maintained a good height from the time he
started until the accident took place. As he was
coming along, and on descending, ho struck a place
where the mud was extremely soft and sticky,
causing the niachin(> to skid along for (|uite a dis-
tance and to turn over on its riglu side, and as
the wheels sank into the mud and resisted the for-
ward movement, the frame of the machine broke
in two from the force of the impact, the i)art con-
taining the motor and propeller sticking in the
mud. Alinor injuries were received by the aviator.

The Captive Balloon "Ciudad de Mexico."

The captive balloon which has been on exhibi-
tion in the Oit.v of Mexico closed its season the
other day and ^^ ill certainly be missed as an at-
traction. The ascensions were discontinued on
account of the rainy season.

Great crowds would throng the streets to watch
the numerous daily ascensions, and many of the
most prominent peojile of the meti'ooolis. including
Vice-President Ramon Corral and (Jovernor Ouil-
lermo de Landa y Kscandon. had the pleasure of
making the trip and enjoving the beautiful pano-
rama presented by the "N'alley of !Mexico when
looked at from a gr"ai^ height. The weather was
cenerally superli and the atmosphere so clear that
(he innumerable villaiies which surround the capital
and the cultivated fields and orchards which dot
the valley looked like a gigantic checker board.

On the last ascension the pilot. Sr. Manuel L'>-
l)i-i.ia. who has also made several short flights in
I lie Bleriot nionoiilane. took up a jiart.v of his
frii'uds. on which occasion the balloon was freed.
Tlie i)arty descended near a railway station, where
n luncli which was carried in the basket of thc^
iialloon was served.

Mexican Aviator Makes His First Flight.

On .Tnly .s. in (iuadala i-ira. on the larue and level
lands known as 'Las .Xjuntas." to the right of
the iirivate road of the Ouadala.iara Automobile
Iriub. where ])lenty of space is to be had for the.
iiurp<ise, though a tree here and there makes it
dangerous for the aviator and machine should the
latter not be provided with guiding gear, the pre-
liminary luiblic trials of the aeroplane ".Talisco.'"
invented bv Sr. f,oi)ez Me.iia. a Mexican youth.
were lii^ld.

The machine was run along the course several
tiiins at a urettv .good clip in order to test the
ngine. which was imported from Europe. tbcTi
I he a\-iator raised his elevating planes slightly
• ind the machine rose about •". ft. and skimmed
iliiiitr. Finallv. after several attempts, an eleva
linn of about (\V^ ft. was attained, but on attempt-
ini; to make a turn one of the main planes struck
I tree and broke, which brought the trials to an
11(1 until such ti '^e as repairs can be rnadi^. when
iii.itlKM' demonstv-ifion will he given.
'I'lie trial was a success, and sliowi'd fliat the

machme would lly. The large crowd in attendance
expressed its apjireciation bv heartv cheers and
prolonged applause, and the voung inventor was
warmly congratulated.

New Aviator Will Fly from San Antonio to
Mexico City.

Henry Alfred Sclnvoli. a young l^'rench marquis
who has come into prominence here through an
inheritance of .f;200.uoo gold, is the late.?t aspirant
tor aeronautical honors in Mexico.

Mr. Schwob states that a biplane is being built
for him at San Antonio. Tex., which wilt have
radical features of his own design which are not
used on any of the other aeroplanes, and will be
equipped with a 140 h. p. motor, to allow 40 per
cent for the loss in pow(>r on account of the high
altitude.

ne also claims to have partially built a biplane
With his own hands in Europe and has also made
several successful flights in France. lie was con-
templating flying from San Antonio. Tex., here in
his machine, but as he is afraid that there might
be long stretches where water and gasoline could
not be obtained, and as his machine is a light ex-
perimental one and not e(|uiiiiie(l for carrying su])-
plies, he has given up the idea and will have it sent
by express. lie anticiiiates no difliculty in flying
with his machine at this altitude. He expects to
be ready to make his first (light in about a month
or two.

The Monoplane as a Freight Carrier.

Perhaps the first practical adaptation of the
aeroplane for freight-carrying purposes in the world
is shortly to be made by .\. A. Williams, an aviator
of Douglas, .\riz.. he having contracted with Dr.
.T. .T. P. Armstrong, who owns a placer mine in
the Chihuahua ^Mountains, in the Sierra Madre
range, near the city of Chihuahua, Mexico, for the
transiiortation of placer mining machinery from
Douglas to his property, a distance of about .300
miles. The machinery in question consists of
pieces which can be made up info KMi-pound lots.
The machine which Williams will use is a mono-
plane.

When the above notice was brought to the at-
tention of oflicials of (lie Mexican government,
immediate instructions were given to Sr. de la
P>arra. Mexican ambassador at Washington, to
hurry the signature of the treaty for aerial navi-
gation, which is at present being considered be-
tween the United States and ^lexico. The Mex-
ican government, when proposing such a treat.v to
Uncle Sam. not thinking, perhaps, that such legis-
lation would be re(]uire(l so soon for the purpose
of regulating aerial freight (ralHc.

Aeronautical Society Lectures Printed.

'I"be Aeronautical S
(be first of its serie
the discussions and
twice a month meet
graphic notes have 1
meetings with this en
contains the (a Ik of
Weather Bureau in X

An abstracted acre
been prepared foi' di;
sent to the various n
their use. Tt is hoiu
will result in the d(
headings as :—

ocie(y (New Yorki has issued
s of bulletins containing all
lectures held at (he special
ings. Since last fall steno-
)een taken at each of these
d in view. The first bulletin
.laiiK^s H. Scarr, head of the
ew York City.

luautic^ dictionary haa also
;(ribution and copies will be
ewspapers of the country for
•d that (his missionary work
)ing awav with such ab.snrd

Airship Wrecked at Mineola.

Dr. Walden Injured in .Monoplane

which appeared in several of the New York
aflernoon iiapers recently. Even in Philadelphia
(lie AeronaiKical Editor is up on the new Art.

AERONAUTICS

Scptcnthcr, iqio

FLYING OUT ON THE PACIFIC COAST

THE WISEMAN-PETERS BIPLANE

By Cleve T. Shaffer.

EXCKPTINO power plant, this machiiiP would
appoar at first s'lance to be an exact dupli-
cate of the Farman machine in which
Paulhan made his height record at Los
Anjreles. but on closer inspection a number of
modifications and some improvements may he
observed. For instance, the diagonal cross stmt,
or stay, on each skid. Curtiss lateral control by
shoulder brace, and elevator and rudder control
by wheel : skids on ends of plane ; skids on rear
cell, which on striking the ground allow the rear
edge of the lower plane to swing up and thus
avoid injury in landing. One noticeable defect,
to the writer's mind, is the flatness of the planes,
the camber being only 1 in .^^6. which, no doubt,
accounts for the large horse power and high inci-
dent angle. It is claimed that this machine has
flown with a r,0-.S5 horse power motor, but evi-
dently results were not satisfactory as a 60
horse power is now installed.

The machine is of very neat construction and
workmanship. thoTigh the sockets aupear cumber-
some and have altogether too much head resist-
ance. Except on rudder, elevator and aileron
controls, where Roebling "aviator cord" is used,
oil-tempered steel wire is used throughout. No.
12 guying the planes. No. attached to skids
and No. 6 between skids. Ferrules are used in
fastening. Eflicient turnbuckles of their own
design are used, a small one testing 1,14!) pounds,
a medium and a larsre testing (stated^ 4 tons.
They consist of a Mc.\damite body of suitable
shape into which screws the eyes liy right and
left-hand threads, a lock nut' on one " of the
eyebolts is screwed against casting or body end
and locks.

The skids extend out in front finite a bit fur-
ther than in the Farman. ferruled end being
guycMl to frame in usual manner.

Spread is 32 ft., length 42 ft., surface 372 ft.
wei'flit S.")0 pounds without operator.

I'liincs. — 32 X 6. lower cut out to beam for
propeller, are double covered, ribs and beams
enclosed with Naiad No. G ; beams are laminated
front 1% X 21/2. rear 1 1/2 x 21/4: ribs are built
up. nailed and glued to beams, camber 2 in.. 30
in. liack from front edge: struts, oval, li/^ x 1
in. center cross section : Vi x %-in. ends. Inci-
dent angle very hich for biplane nractice. though
measured, is not to be made pulilic as vet.

riidsfils. — Regular Farman type — Two skids and
four wheels, with the addition of a diagonal cross
strut from underside of lower rear beam to skids
in front of wheels. Chassis stmts are IVo x 2V4,
in., cross section oval. McAdamite sockets of
suitable angle. Holes drilled into casting are used
for guy-wire fastening: this is not verv good
practice unless some sort of a bushing is used.
as the vibration of the wires wears the motal ap-
nreciably. Am indebted to Mr. Peters for t'Ms
information, which I believe is not generailv
known. Skids are of hickorv 'iVz in. wide. 2^^
high. Wheels are 2S in. with a 2% -in. tire,
steel rims, narrow hubs and babbitt friction bear-
ings, are 33 in. apart on a 2 14 in. axle, held in
place on inside by stay collar and outside by a
cotter pin. An eyebolt set in the skid takes
the ends of the two %-m. I.S-gauge stavs. other
ends fastening to collars on axle. The method of
hanging skid is ingenious: the skid passes through
two rectangular links of '4 -in. iron, which (>ngage
grooves on bottom of skid, lleavv leather straps,
adiustable by a buckle, fasten the links to two
other links of 1^4 -in. scjuia re-moulded rubbm- :
these latter pass over axle and are held in place
by wooden shoulders Iiolted to axle. Liyht skids
are i)ivoted from rear lienni at each end: wires
with a rubber elastic luedlum. to take up shock,
run from middle of skid to front beam.

Coiifrnls. — The elexator axis is at a jioint 12
ft. f)iit in front, a JMc.XdaniKc- casting connecting
(he two spars and serving as a bearing for the
shaft. This is placed a little forward of center
of the double-covered plane, which is flat on the
bottom, size 3 x ,8 ft., and works in conjunction

with a flap hinged on th(> upper rear surface.
Three posts are placed on the front and two on
rear. Tail jjlanes are 8 x 6 x (^) ft. apart, su])-
ported by two skids (see general description).
The front edge is 14 ft. 3 in. from roar edg«
of main planes. Outrigger spars are two-ply
laminated. 1 1/10 in. square section, struts same
size as in main planes, 48 in. apart.

The rudder is 4 x 6 ft., placed between planes
on front middle strut. A cord prevents more than
18-in. movement to each side.

Ailerons. 1% x 6 ft., hinged to rear beam by
thre(> hinges.

Ste(n'ing wheel, automobile, spider bored out
to lighten, post pivoted at center (see photo 1
between seat and engine base frame, to which
are mortised and bolted the Vs which hold the
stationary foot rests. Aluminum treads are
placed on these, giving the machine a finished
appearance.

The shoulder brace is laminated and the seat
of wickerwork.

Power 'plant. — .\ 60' horse power Hall-Scott
8-cylinder engine drives direct a 7 ft. 8 in. Ilall-
Scott propeller of about 4% -ft. pitch — not uni-
form: blade 12% in. wide with %-in. camber at
this width. Thrust at 1.400i r. p. m. (stated).
280 pounds. Shaft ai)proxiraately horizontal in
flight. Motor is equipped with a Bosch magneto.
Gear water and oil pumps. Oil tank fixed to
base of motor. Ttadiator placed over and in
back of operator. Gasoline tank, three-gallon, sup-
ported by wires. Engine and seat base clamped to
beams by %-in. TT bolts.

On .July 24 three flights of about a mile each
were made without accident, including turns. The
machine handled excellently with J. W. Peters pilot.

.VERONAt'TH's is greatly indebted to the courtesy
of the owners for allowing its representative to
go over the machine so thoroughly and secure the
above valual)le data for pul)licati()n. Mr. Don C.
Prentiss and Mr. .T. W. Peters were especially
kind.

O'Brien Flies Farman Type.

Clifton OT.rien. of the Pacific Aero Club, has
a Farman-type machine. He reports having made
several flights, longest being about a quarter
mile. In his Last flight he rose from the ground
in a run of 7.". ft. and while flying along at a
height of 20 ft. was caught in a downward eddy
that swirled around the grandstand and tipped
him over to the left at an angle of nearly 45
deg., desiiite his manipulation of the ailerons.
He finally recoveri'd his lateral control, but in
the meantime lost in the fore and aft direction
and the machine, which was probably too lightly
built, struck the ground violently and was
wrecked. Mr. O'Brien escaped injury.

The machine is 31 ft. spread by " 42 ft. fore
and aft. Planes 31 I)y ft., curvature 1 in 32.
Weight of frame without power plant, 376 pounds.
Weight complete. 820 pounds.

The power plant consists of a llall-Scott 8
cylinder 60 horse power engine, driving direct a
ITall-Scott 7 ft. 6 in. by 4-ft. pitch propeller.
The thrust claimed is 28.'i pounds. A "Sunset"
radiator of but 1 •"> nounds weight does the cooling.

The biplane is almost a duplicate of the Wise-
man-Peters completely described in this issue, hav-
ing the same sockets, ribs, stmts, control and
general dimensions and power plant. As pointed
out by the writer in the descriiition of the latter
machine, the small camber of the surface nec(>ssi-
tates a greater angle of incidence and a c(irr(>-
spondingly greater horse power.

Leyland P.r;, ant and Louis Foi'lney. of S.ii)
Francisco, who recently completed a large .\\v
loini'fte l\pe muiiiinlane. wrecked the machine on
each of ils two trials and are now at work (lis
semblini;- the remains, having given up active
particii>ation in the conquest of the air. Tliev
will sell the 60 horse power auto engine with
which the machine was eciuipjied.

AERONAUTICS

Scptcjiibcr, ipio

Detroit Aeronautic
Construction Co.

BUILDERS OF

Complete Light-Weight
Aeronautic Power Plants

4cyl. 30 to 40 H. P. 41,"x4V"
4 cyl. 40 to 50 H. P. 5" x 5"
6 cyl. 50 to 60 H. P. 5" x 5"

For prices and descriptive circulars, just
write to

Detroit Aeronautic Construction Co. ^*/™"o'rMf„^l^^ff

T T"!"!' '•" 'l" 'I" 'I* V *•" *l* V 'I* *•" *♦" *•' *l* *I*

•••

4-
*
*
4*
*

M. Paridon

In Machine

July 2nd

THE PARIDON MACHINE

Do You Want a Reliable Machine ?
Do You Want a Handsome Machine?
Do You Want a Durable Machine?
Do You Want a Powerful Machine?

If you do, we have it. Write or call on the

BARBERTON AVIATION CO., :: Barberton, 0. 1

In ansivering advertisements please mention this magazine.

AERONAUTICS

September, iqio

AEROPLANES

Aeronautical Supplies

R. O. RUBEL. JR„ & COMPANY

GET OUR LARGE

Catalogue of Aero Supplies

37 Models of Aero Motors, 7 makes of Propellers. — ^

Complete line of Aerial Building Material and Accessories.

ENCLOSE STAMP

R. O. RUBEL, JR., fit CO.

The Aero Supply House of America

1 32 N. 4th SU LOUISVILLE, K Y., U. S. A.

A SCREW BLADE

Laminated Wood Propeller

on lines giving

PERFECT PARALLEL THRUST

THE HIGHEST EFFICIENCY
ATTAINABLE

NO LOST ENERGY
PRICE^SS.OO f. o. b.

Mail or Teiegi^M 10% of amt.

and we will ship C. O. D. for

balance

ALONZO COFFIN

Sole Manufacturer

67 Main Street

San Francisco California

HIcBEST BY T€^

Positive

CARBURETTOR

= G. & A. =

Automatic

A! MYFR^ In/> 244 West 49th St., NEW YORK
, %3, ITl 1 l^lXi^y lllC Sole Owncra U. S. Patent Rif/htK

More Power Less Gasoline No Adjusting- No Priming No Float Leveling No Springs

AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE

SPRAY NOZZLE : Automatically atomizing the proportions of gasoline for high and low speeds.
BALL CAGE : Automatically controlling the openings of auxiliary air for high and low speeds.
^^~^^~~~"^^^^^^ Write for Booklet on Carburetion ——^^^——^—^^^^—
All persons are cautioned against infringing on the ball cage for the intake of auxiliary air.

C(^vw

(C^^Xxx^yD^"^ WV^tcu

25-30 h. p. cylnzani cTWotor
^ now on exhibition at ^j^^^o STATEt'cANfoA' AND MEXICO

735-7th cyl venue, New York. Yves de Villers & Co.

We guaiaiiteo delivery ot'.inv one of our inotor,s betwet-ii V'-1.5 d.ivs nfti-r icciMnt of tli

NEW YORK

PARIS

PHILADELPHIA

orrler. For failure of tleliverv

AERONAUTICS

Septeuihcr, tqk

THE WlSEMAX-JfiiiEUS AEKUi'I.A.XE.

1 — Shows flatness of angle and plane skids.
—Running gear; note diagonal stmts to skid.
—Machine in flight, July 24, at Petal uma, Caiif.

4- Skid and wheels. .j — Control dftail. siiowiuu
shoulder brace and wheel: also type of sockets.
— A close view of the rubber shock absorber.
7 — The Hall-Scott power plant.

AERONAUTICS

September, ipio

THE STEVENS MONOPLANE

By Chas. E. Schmerber.

THE Stevens monoplane, built by Wm. Stevens,
of Los Angeles, Cal., wbicli lacks but tlie
motor to go on its trials, embodies some
new ideas in monoplane construction.

Frames. The framework consists entirely of
steel tubing, except the ribs and lateral beams of
wings. These are hollow wood, wrapped with
muslin tape and glue, then wound diagonally with
piano wire. All joints are brazed. The body is
of hexagonal design properly braced by steel wires
equipped with turn buckles.

Planes. The width of the main planes is 32
ft. over all with a depth of 10 ft. tapering to
3 ft. at the tips. Width of rear plane is y ft.
e in., and depth 10 ft. The total length of the
machine is 24 ft.

liunning gear consists of three caster wheels
26 X 2%, spread of the front pair being 7 ft.
6 in., all wheels being pivoted with spring suspen-
sion.

Propulsion. The diameter of the propeller is 8
ft. with 10 degrees pitch. The motor has been built
by Buel H. Green, of Los Angeles. The engine is
an eight-cylinder set at 90 degrees, "V" type, 50
h. p. ; the bore is lOOm/m, the stroke is loOm/m.
The cylinders are made of high carbon steel, turned
from the solid billet, the pistons are low carbon
steel with cast-iron rings ; the cylinder jackets are
of spun copper, and the cylinder heads are water
jacketed oast iron; the valves are placed at an
angle in the cylinder head, and are operated by a
cross beam from the cam-shaft, which lias four
double throw cams, each cam operates the valves
for two cylinders. Connecting rod's and crank
shafts are made of Vanadium steel, the crank
case is aluminum, carrying at each end large

annular ball-bearings which support the crank-
shaft, P. & S. ball-bearings also are used to carry
the cam-sh'aft as well as for rollers in the valve
plungers. Mr. Stevens is also using a special turn-
buckle which Green is making for the aeronautic
trade.

Both inlet and exhaust valves are of generous
proportions, being 50m/m diameter, so as to
offer as little resistance to the passage of the
gases as possible.

Control. The control of this monoplane em-
bodies some new ideas, the lateral stability being
maintained by the main supporting planes in this
way : The planes are pivoted in their center of
pressure and independently of each other, and
can therefore be offset, viz. : one plane can be
given a greater angle than the other. The scope
of angles is from 3 degrees negative to 18 d'egrees.
Both the elevating and offsetting of these planes
is ingeniously effected by the movement of one
handlebar in front of the aviator in such manner
that swinging this handlebar upwards in a verti-
cal plane gives a larger angle to the plane on that
side, thereby righting the machine. By pulling
the handlebar on the left towards you, gives the
planes an angle of 3 degrees negative and the
opposite movement gives 18 degrees positive. As
can be seen by the photograph, the aviator sits
over the rear plane, back of the rear wheel and
just in front of the direction rudder.

The weight of the machine when fully equipped
and including aviator will be l.OOO' pounds.

The double surface direction rudder is operated
by the feet on a cross lever connected up by wires
through pulleys.

The Stevens Monoplane
86

AERONAUTICS

Scptcinhcr, igio

fPrARAGON propellers!

+
*
*

Diam. aft. Pitch 4V^ to 5 ft. variable. Weight 10^4 Ib.s. J

This style of propeller yields over 450 lbs. thrust at 1 100 revolutions per minute.

Tlie folK)\ving letter slioukl interest tliosf wlio have iiKiuircd about the standing thrust produced liy our
propeller.s :

THE EMERSON ENGINE COMPANY, INC.
ALEXANDRIA. VIRGINIA. U. S. A.
American Propeller Co^tPANv. August 10, 1810.

Washington, D. C.
Cientlenien : We have the pleasure of reporting to you that on July 2ti. 1910, we tested one of our G-cylinder
aeronautic engines, furnished for Dr. W. W. Ciiristm is' biplane, using one of your PARAGON propellers of
K-foot diameter by 4'2 to 5 ft. variable pitch. The propeller gave a thrust of l;jti pounds at iioo rev. per niin.
We also examined the propeller for accuracy of balance and correctness of form and pitch on the
opposing blades and found them very perfect The mateii 1, workmanship and tinish and your mode of
fastening the laminations together are to be highly c<imniended. Although tlie weight of the propeller was
but l(i-'4 pounds there was no apparent deflection under the extraordinary strain.

Very truly yours,

TiiK Kmerson Rncink Compakv,

Victor Lee Emerson, President.

\W' <iiiai-uiitet' our propclltTs to 1)(' superior to other.s by every test ; lul in every partu-ular.

It is "up to you,"" Mr. Flyiuj;- Man, to liave your propellers seieiititic-ally deslKued fo''
your machine or to take your chanc-es of suecess witli the eommon kind. The cost i.s no more-
Let u.s send you a printed form for informatJDn upon which we can make preliminary calcu-
lations and give you an estimate.

AMERICAN PROPELLER COMPANY,

Makmrs of the

616 G Street, N.W., Washington, D. C.

'Paragon" kind

LAMINATED TRUE SCREW J

PROPELLERS I

In Stock For Immediate Shipment ^

r^UR(J-ft. Propeller delivers '200 lbs.
^-^ thrust at 1200 R. P. M. C^o
you want to oet the best results? li'
so get a "Brauner Propeller."

COur Propeller has proven more than
satisfactory to those using it : : : : : :

P. BRAUNER & CO. ♦

335-339 EAST 102nd STREET ♦

♦

Phone, 2189 Lenox ::: NEW YORK ♦

PROPELLERS

LAMINATED WOOD
True Screw : Any Pitch

$30.29

WHY PAY MORE?

G-ft.

()i lbs.

- -

$4.0.00

7 -ft.

8i "

- -

,50.00

s-ft.

11 "

no. 00

Aluminum Castings, Turnbuckles,
Aeroplane Cloth, Wire, Bamboo

Write For Particulars About ^^—

De Chene Motors

35 h. p., $650.

HOLBROOK AERO SUPPLY CO.

JOPLIN :: MO.

.$><$y?><?>.«><$><$^$>^><S«$-«><»<S><&<$xjHg^><$.^^^

/;/ auszvering advertisements please vientioii this magazine.

AERONAUTICS

Scptciiihcr

♦
♦

♦

♦
♦

♦

PROPELLERS

N STOCK FOR IMMEDIATE SHIPMENT

QUR true pitch, laminated ash and mahogany
^^ propellers combine all the most valued and
proven features of foreign and home practice.

TTHEY are built in large quantities on the inter
' changeable plan.

1A#E specialize. You get the benefit of our ex-
■'■ perience.

^OU know the value of buying a stock article, one
' which is past the experimental stage.

WRITE FOR CATALOG. TERRITORY OPEN FOR AGENTS.

6 ft. dia. for 20-30 H. P. $50.00 at our Works ,

(Thrust 200 lbs. @ 1,200 R. P. M.) Larger

7 ft. dia. for 25-40 H. P. $60.00 at our Works ! SiZOS

(Thrust 250 lbs. @ 1,200 R. P. M.) ^q

8 ft. dia. for 30-60 H. P. $70.00 at our Works

(Thrust 300 lbs. (/ 1,200 R. P. M.)

order

TESTIMONIAL

New Vokk, July 9th, 1910.
THE REQUA-GIBSON COMPANY, No. 225 West 49tli St., New York.

Gentlemen: — It gives nie pleasure to be able to tell you that your propeller has given
me entire satisfaction. I think the silk reinforcement on the tips is a great improvement,
as I have had broken wires, etc., get caught in the propeller witliout doing serious damage
to same.

Whenever I can say a word for the REQUA-GIBSON propeller you may rest assured
that I will do so. Very truly yours,

(Signed), THOMAS S. BALDWIN.

Small propellers for Models 10-16" dia., $5.00

Mail or telegraph 10"6 of amount and we will

ship C.O.D. for balance, plus cratage.

When ordering state the direction of rotation of
propeller when you stand facing the breeze made by
the propeller, clockwise or anticlockwise?

If uncertain as to the size you require, state the
horsepower of your engine and its speed.

The Requa-Gibson Co.

225 West 49th Street, - New York, N. Y.

Phone 7200 Col. 60th Street Subway Sta.

♦♦♦♦♦♦<

In anszvcring adveriiscmcnts (^Icasc mention this nuiiiacuir

AERONAUTICS

September, ipio

AT THE LOS ANGELES AERODROME

By Prof. H. LaV. Twining.

Three machines now at the Los Angeles Vero-
drome are endeavoring to fly. J. J. Slavin, with
his biplane, has made a flight of 50 ft. The
aerodrome is one mile in circumference, thus mak-
ing It 1,700 ft. in diameter. Tart of this distance
is taken up by the motordrome track and the
inner fleld fence. This leaves but 1,000 ft. clear
space m length. This is too restricted a space
for amateurs, as it takes a large part of the dis-
tance to clear the ground, and one must alight
within a small distance to avoid running into
the fence.

A ti-ack outside of the enclosure has just been
completed. This track is over a mile in length.

T p to th,. prcsc-nt time a thrust of l.S(» potuids has
been obtained at 1.400 revolutions.

(xeorge i)eu.ssler has built a machine of the
l^arman type, equipped with a Mitchell automo-
bile engine of 30O pounds weight and :i(i h p
lie has been off the ground with this machine
and in a try out on .July 31 the front control
broke. I he wind blew it back into his face
and cut the bridge of his nose. He escaped other-
wise unhurt.

The Greer-Robbins machine is a monoplane of
peculiar construction. This machine is equipped
with an "N" model Ford automobile engine If
liMs ninde a flight of some 9.3 ft. This machine

The Aero Club of California's Aerodome

:iiiU Mr. Slavin intends to try out his machine on
this track on Aug. 5. Slavin's biplane differs from
others in the arrangement of the main planes, in
order to secure automatic lateral stability. The
resistance under one plane causes that plane to
shift the opposite plane automatically. The same
is true of the fore and aft stability.

The Eaton-Twining machine has been running
around on the ground endeavoring to fly. This
machine is a monoplane of the Bleriot type. It
differs from that machine in having sliding ])lanes
for securing lateral stability, inst(>ad of ailerons
or warping. The machine is making daily jumps
of 10 to 5(^ ft. On one occasion it rolled over on
its back. Warren S. Katon was driving the
machine. The main planes had not yet been put
on. In making a turn the macliini> skidded and
turned over sideways, landing on its back. Warren
escaped unhurt.

On another occasion the axle broke, and as the
iiiachine was traveling some 25 miles an hour, it
pitched over on its nose. Warren Eaton was the
ilihcr and he again escaped unhurt.

Mr. Slavin's machine is equipi)ed with a Werner
inotcir, made in T os .\ngeles. It is a .'10 h. p.
t cylinder water-cooled motor. The Eaton-Twining
mnihine is equipped with a Ford automobile en-
yiiic, "T" model. 4-cylinder water cooled. '22Vz
h. ]i. Total weight of power plant is 200 pounds.
Weight of machine with aviator is 700 pounds.

The Eaton-Twining Machine

is in-obably the second machine belonging to a
member of the Aero Club of California to leave
the ground, the Gill bipUine being the first. The Gill
machine is a Farnian type so that the Greer-Robbin.s is the
first monoplane invented tty a inenil)er of the Aero Club
of California to clear the ground. There are some
ten other machines at the "aerage" in various
stages of construction.

Praise for "Aeronautics."
I)i:.\R Su; :

I have reail your editorial note for .July with
admiration and enthusiasm, and note your" .splen-
did advertising ])atronage, and its logical nature,
with real aslonishnK^il. Your periodical has been
as complete, world-wide and nearly as wonderful
as the triumph of Wilbur and Orville Wright.

1 am only a literary man of (iO ; I have stuck
to my trade and have beheld the death of nearly
all illusions. Yet the scientific progress since
1S7<!. the phonograph, telephone, the dynamo, spec-
troscope, turbine. X-ray and radio-activity, and
finally the Wrights, have kei)t me alive to the In-
teresting character of this otherwise unpleasant
world. Wonderful ! Wonderful ! One may be an
incpiiring little child at 60!

John McGoveun,
632 North Central Ave., Austin Station.

Chicago. 111.

AERONAUTICS ' September, ipio

MEETINGS COMING, GOING AND GONE

Curtiss Flies Over Mars at Omaha.
Windwagon^at Detroit.
Brookins Flying at Detroit.

Brookins Just^Before
his Accident at
Asbury Park.

Curzon Flying his Farman at

St. Louis Novice Meet.
The New Wright Chassis.

Asbury Park.

Aug. 15. — The success of the Wright Meet
which opened at Asbury Park, August 10', un-
der the auspices of the New Jersey Aero anrt
Motor Club, was marred on the very first day by
the injuring of several spectators when Walter
Brookins smashed his machine at one end of the
grand stand. The machine used was the first
Wright macliino to bo seen in public with wheels
and ihe fliglit was the very first one that had been
made. The wind at the grounds was very strong and
at times the aeroplane almost stood still. Gliding
down from a height with the engine shut off. Brook-
ins was just about to touch the ground, so eye
witnesses state, but right in front of him were
newspaper men and photographers. To avoid
these, Brookins. with the little headway he had,
turned up again to clear them but he did not
have speed enough. Turning the machine quickly
toward tlie most available spot, it landed on its
nose :and was smashed, and Brookins somewhat
hurt. 'IMie spectators who were injured, and sev-
eral quite seriously, were struck by the machine
in making its landing. The highest wind velocity
between 1 :00i P. M. and (> tOn P. M. that day. ac-
cording to the nearest weather bureau station, at
Long Branch, was 24 miles an hour. Hoxsey, im-
nuediately after the accident, went up for five
minutes, and one of the hot air balloons was sent
up.

The Wright aviators at the Meet are: Walter
Brookins, Prank Coffvn, Duval La Chapelle, Arch
Iloxsey and Ralph .Tohnstone.

Up to 3 '.OO' P. M. every day there is an exhibi-
tion of kite flying given by A. E. Wells with his
outfit of all kinds of kites, and by the Signal
Corps of the New .Jersey National Guard using

Eddy kites. Every day that the weather permitted
Fred L. Owens has been going up in his dirigible.
.Johnny Mack gives each day an exhibition of single
and double hot air balloon ascents with para-
chute drops. The field is one of four acres enclosed
by a 15-ft. canvas fence.

The accident seemed to double the sale of seats
the next day when 10,000 persons were present.
Wilbur Wright came on from Dayton to visit
Brookins and saw Johnstone and Iloxsey fly, and
in a contest, alight in a pre-arranged space.

PARACHUTE JUMPER KILLED

The third day saw the death of Benny Prinz
who was killed in making a double parachute
drop, the second parachute failing to work. He
must have fallen from a height of about l.OOOi ft.
Two men were in the balloon, Samuel Ilartlaud,
and Pi'inz. Harlland had already cut loose from
the lialloon and reached the ground safely in the
single drop. Governor Fort was present and saw
the flights, leaving just before the fatal accident.

On this same day Hoxsey and Johnstone were
both in the air at the same time making short
turns and dips, and cutting fancy figures. Hox-
sey went up to 1,800 feet, the highest that he has
yet been.

Johnstone made his longest flight Saturday, re-
maining up ?>5 minutes and attaining an altitude
of .".OOO ft., the end of his descent Iteiug at a
sharp angle with the engine cut off. I>uriim- tbi-
flight the dirigil>le was sailing around and IIoxm)
did "stunts" many hundred feet below Jolinstmu
Coffyn also flew.

Sunday there was no flying and' to-day m r:iin
st(irm prevented. The meet has six more days to
r\ni.

AERONAUTICS

September, iQio

CHURCH

Aeroplane Co.

BROOKLYN, N. Y.

Working Models
Flying Models
Separate Parts

MODELS BUILT TO ORDER

From Working- Drawings, Etc.

OWN AN AEROPLANE

SUPPLIES FOR MODEL BUILDERS:

AiiJiixi:ji, Rattan, Bamboo,
White- Wood, Etc.

Special Notice!

WF. have received so many
iiKiuiries for a<iency pr(»])-
ositions and orders are
comino- in so fast, that our mail
has grown to such an extent, that
we find ourselves unable to keep
up with our correspondence, but
will fill orders and answer all
letters as cjuickly as possible until
we have increased our facilities
still further.

Price List of Models and Parts

is now ready, but it will be
some little time before our

Supply Catalog for Full Size

Machines is ready for distribu-
tion as there are so many new
things to hst. In asking for
catalog, please state which one
you want.

CHURCH AEROPLANE CO.

Main office and factory

\i^ Smith St.,

BROOKLYN. N. Y.

Chicago office, 49 Wabash Ave., H. S. Renton, Manager.

^JUR large illustrated catalogue list of all
^^ materials for the construction of any type
of aeroplane at moderate cost.

Our skilled workmen can build for you any
special device or part that is not included in our
large stock.

Our woodwork men are at your service for the
construction of ribs and spars in the latest and
most successful manner.

Our facilities are the best because we carry all
materials in stock and are manufacturers as well
as importers and dealers. Oval tubing for
Demoiselles now furnished.

A few complete aeroplanes and motors, new and
used, are usually on hand, ready for immediate
delivery.

Aviators for exhibitions are available through
our office.

There is no want of an aeronautic nature that
we cannot promptly fill.

Highest references from clients who have bought
from us, located in every slate in the Union, and
several foreign countries.

Send 10 cents for netv complete
catalogue — No. 3, 50 pages.

% The Aeronautic Supply Co.

% 3930 Olive Street St. Louis, Mo., U. S. A.

*
*

♦
*
*
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+
+

J^ First in all America' ' Ji

H. P. BY REACTION TEST

(Concluded from page 7s)

liot. sultr.v atmospjiere to dry, wet or cold, or
till' pifect of rarified atmosphere at high altitudes;
in fact, the c'ombinations of tests which may be
made are numerou.s.

Your author has not had the time or means
to prove out his theories in actual practice, Ijut
cheerfull.v makes these suggestions of the pos-
siliilities with the simijle little devices previously
mentioned. Your author also contends that the
horse power of a large majority of the present
aeronautical engines rarely comes up to the rating
((noted by the builders, and, still worse, cannot
as a rule continue to run for an extended period
of time. lla\ing no convenient means at hand
to test his motor, the purchaser often does not
know the power his motor actually develops,
nlthongb the fault may not always lie in the
nioicr. but ])ossibly du(> to numerous conditions
and causes hard for the layman to locate.

Yoxn- author further contends that the present
i.vije of th(> four-cycle engine is not ideal for
aeronautics and hopes at a later date to demon-
strate this theory by practice. The extreme light
weight is not so essential as the propeller pull
per horse power, as upon this feature in a large
measure depends the ability to fly with the pres-
ent type of plane, but do we get the pull on pro-
peller desired at normal speed of engine? 1
think not.

In nnszvei'ing advertisements please mention this magazine.

AERONAUTICS

AERONAUTICAL SUPPLIES

AT MONEY SAVING PRICES

Elbridge Special Feather-weight, 2 -Cycle Aero Motors

(water cooled) :

3 Cylinder. 30-43 H. P., 1 38 1-2 lbs. . $750.00

4 Cylinder, 40-60 H. P., 1 78 lbs. . . . 1030.00

Cylinders 4 3-8 x 4 1 -2, copper jackets,
aluminum bases, hoUow crank shaft.
4 Cylinder, 20-24 H. P., 130 lbs. (air cooled) 610.00
Cylinders 3 1-2x3 1-2, flanges 1 3-8 in.
deep.
20 X 2 Aeroplane Wheels with tires built with steel

rims and special hub, very strong, price, . 9.30

E. J. W. Aeroplane Hubs turned from solid bar of

steel, drilled 36 holes, well-nickeled, . . . 4.00
E. J. W. Aeroplane Hob Brakes, enables aviator to
stop his plane before or after alighting on ground,
length 8 ins., outside cones 5 3-4 ins., bored

36 holes 10.30

Requa-Gibson Propellers, laminated wood, perfect
screw :

6 ft., 6 1-2 lbs 50.00

7 ft., 9 lbs. , 60.00

8 ft.. 12 lbs _ 70.00

The 6 ft. propeller gives 200 lbs. thrust at
1200 R. P.M.
Model Propellers, laminated wood, 10 in. to 15 in.

perfect screw, 3.00

Galvanized Steel Cable for " Guying" :

I -32 in., 200 breaking strength, price per ft. .03

1-16 in., 500 breaking strength, price per ft. .03^2
3-32 in., 800 breaking strength, price per ft. .04

1-8 in., 2300 breaking strength, price per ft. .06

Rnbber Bands for models, 15 ft. lengths, 1-8 in.

square, each, 1 .00

Complete catalogue of supplies,
motors, gliders, and light metal
castings mailed free, upon request

E. J. WILLIS CO., Dept. "F"

67 Reade St. and 85 Chambers SU, New York

California Aero.
Mfg. & Supply Co.

441 -443 Golden Gate Av., San Francisco

September Specials

Loose" Monoplanes, 26 ft. spread, quickly
assembled, guaranteed to fly. $350. 00 with-
out power.

% "Unbreakable" Aero Wlir els, our own <iesign,
$6.50 eAc\\, 7" hub. Just the tlrnff for ma-
chines without shock ab.sorbers. Sidewi.se
landings cannot harm.
^"Greene" Biplane, fine flier. $1,800.00
^ 60 H. p. "Hall Scott" motor over 300 lbs. thrust
sruaranteed, in good condition, has flown
9701b. machine. $1,450.00.
fl40 H. P. "Curtiss" air cooled, 8 cyl., $650.00.

^ 20 H. P. "Curtiss" air cooled, 4 cyl.,

fl Laminated ribs. 4 ply. ^o" x 34" x 5^->' 35c. eacli.

()' 45c. each.
Get our prices on Struts, Lam. Beams and
Skids. We Figure and Construct on your
plant. Aero sizes of Spruce in Stock; Turn-
buckles, Sockets, Tanks, Etc.
Knock Down Planes, including Lam. Ribs and
Beams: Struts, Sockets, and Ferrules. Will take
any type of chassis or rudder.

Distributors of the Coffin "Parabolel" propeller
Agents:- Detroit Aeroplane Co. Motors, 'White-
head Motors, Palmer and Goodyear Tires
"AERONAUTICS"

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September, igi
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AERONAUTICS

September, igio

Omaha, July 23-27,
By T. T. Tuttle.

The Omaha (Neb.) meeting, on July 23 to 27,
was held under the auspices of the Aero Club
of Nebraska, and was particularly interesting ow-
ing to the fact that every type of craft that
navigates or sails the air participated. There were
two hot-air balloons, a captive, a free balloon,
a dirigible balloon and three Curtiss aeroplanes
in the air each day.

The chief attractions, however, were aviators
rjlenn H. Curtiss, .T. C. Mars. .1. A. D. McCurdy
ind Eugene B. Ely.

The weather made it a difficult task for the
iviators to open the first day with their best
vork.

Weather conditions on the second dav were
ibout the same as the day before, but in spite
)f this handicap all aviators made flights. The
)rognim closing with a spectacular race be-
ween Curtiss and .Mars. In the evening the
J. S. Dirigible No. 1 left Eort Omaha with Lieut,
laskell in charge and ((uild l)c plainlv seen
rom the aviation field.

U. S. DlRICJIBr.E BRKAKS CR.\NKSH.\FT.

About 0:30 P. M.. .July 24, Dirigible No. 1,
I'ith Lieutenant W. X. Haskell, Signal Corps, as
'Hot, and Sergeant Ward as engineer, started from
'"ort Omaha, Neb., for the Aviation Field. A good
tart was made and the lialloon rose about 200 ft.
Q the air — evei-ything apparently working in
rst-cla.ss condition. .V. couple of circles over the
'ort were made and then the balloon was headed
n- the Aviation Field about four miles away. The
onditions were very good with onlv a slight wind
ehind the balloon. Shortly after starting and
till while over the reservation, the engine stopped
w to a j)reak of thi' crank-shaft. This precluded
ny further attempt with the dirigible until re-
airs could be made.

On .July 20, captive l)aIloon, No. 9. was inflated
1 the balloon house at Fort Omaha and towed
ivout 2% miles across country to the Aviation
ield. This was accomplishe<l in 1 hour and 50

inutes. Fpon arrival at the Aviation Field the
Uloon was put in operation and several ascents
adi' l)etween fi and 7 :30 P. M. Mr. Glenn Cur-
ss made s(>veral flights in his aeroplane around
le lialloon while It was in the aii-.

On Monday the wind increased in velocity and

was impossible for the aviators to make" any-
ling more than short straightaway flights.

XEW SHORT .ST.\UT RECORD.

The government cajitive balloon was blown
ose from its moorings late in the afternoon
id landed a mile from the grounds after the
p cord had been pulled automatically when it
rked loose from the winch wagon on the
•ounds. Many thousands of .spectators stuck
Uil the last announcement was made that "wind
lecks" would be honored the following day at
e gate. It %vas in the face of this wind "that
ars rose into the air in his four-cylinder Curtiss
'-30 horse power machine after a run of 53 ft,

in., establishing a new U. S. record for short
art and earning thereby a silver trophv offered

a local paper.

Tuesday and Wednesday, the fourth and fifth
ys, the weather conditions were more suitable
r good flying, the wind velocity having dropped
wn in the late afternoon on each of these days,
irtiss. Mars and Ely drove their machines "at
and each day Curtiss and Mars raced around
e field at a height varying from 100 to 300 ft.
le attendance on each of the last two days
is more than 10.000. On Tuesdav evening
e captive balloon was refilled and made" an ascent
th Mrs. Mars, wife of the aviator, and W. H.
tton, of the Curtiss company, as passengers.
.Vt the close of the meet Curtiss was awarded
one of the local jiapers a heavy silver water
I pitcher for making the mos"t daring and
'Ctacular flight during the meet. This flight
s made on the first day of the meet when
rtiss flew out of the grounds and out over the
uitry, which was covered with fences, gulleys
■il trees, in the teeth of almost a gale.

Pittsburg (Pa.), Aug. 4-6.
By Earl O. Guntheb.

The Pittsburg Aero Club held its first meeting
Aug. 4 to 6 at Brunot Island race track. There
were four biplanes present, three Curtiss and the
Baldwin. The aviators were Curtiss, Mars and
Capt. Thos. Baldwin. The official timer and re-
corder was Augustus Post.

The first day of the meet there was only one
straightaway flight made, by Mars in a gusty
wind of 35 miles an hour.

The second day all three aviators made flights
Mr. Curtiss making the first and most spectacular!
His first flight, in a wind of 25 miles an hour
circled the mile track twice, with remarkable
skill at balancing in a gusty wind. His longest
flight for this day was about six miles. He akso
made trial for short starting, arising in 81 ft "*
in., officially measured. The wind was very
gusty not allowing very much flying this day. '

.\.\OTHER NEW .SHORT ST.VRT RECORD FOR D. S.

Mars was able to get ofl: the ground in 3.". ft
making another new short start record

The third day of the meet was windy and
the aviators were hampereo very much "by it
Curtiss again made the most spectacular flights
Dying out over the river. Mars made a series of
short circular flights around the mile track. Capt
Baldwin made only straightaway flights. Great
enthusiasm was created bv the flights of Curtiss
and Mars, Curtiss flying above Mars and in the
same direction and at the same time.

The last day of the meet broke all records for
crowds at the track and thousands of people were
on the surrounding hills watching the flights.

Decatur (Ills.), July 16-17.

Charles F. Willard (Curtissj flew before good
crowds m Decatur, Ills., July 10-17. On the flrst
day he made a cross-country out of the field and
back, estimated by local experts as 30 miles, in a
flight lasting 40 minutes.

St. Louis Show Date Changed.

The date of the aero show at St. Louis has
been changed from Octol)er to November 17-24 to
avoid conflict with outdoor events on Hempstead
Plains.

Toronto, Canada.

There were nine days of flying, participated in
by Kalph Johnstone (Wright), Count Jacques De
Lesseps (Bleriot), Duval La Chapelle (Wright),
\Valter Brookins (Wright) and Frank T. Coffyn
(Wright), July S-16, except Sunday. Count De
Lesseps flew from the grounds, which were lo-
cated on the Trethewey Model Farm, about eight
miles from the center of Toronto, over the heart
of Toronto and back, duplicating his Montreal
feat, and once flew to a height of 2,700 ft. Ralph
Johnstone made two remarkable flights and seven
in all, once battling an extremelv high wind
at an altitude of 3,400 ft., and on another flight
executing all sorts of maneuvers of which the
Wright aeroplane is capable, aerial "roller coast-
ing," sharp circles and spirals, skimming the
ground, etc. The newspapers divided the honors
between Johnstone and Count de Lesseps. Five
thousand to flfteen thousand daily was the at-
tendance.

BI.ERIOT LANDS IN TREE.

The Carruthers "Bleriot," flown by Sti-atton,
ran into a tree. He lost consciousness during his
jump and when he came to his senses he found
himself in the top of a pine tree 30 ft. from the
ground. He said he did not know how he got
there, tit was funny."

Samuel F. Perkins, whose specialty is kite and
banner flying, filled in all gaps in the program.
The banners could be seen from incoming trains
and indicated the location of the grounds. Be-
fore and during the flight the kites could be
seen high in the air. These now are one of the
necessities of aviation meetings. Harvard is the
next on the list for the kite exhibition. Here he
will attempt to lift a man up by kites. It is esti-
mated the pull will be about l,500i pounds, taking
10 or more 15-ft. kites.

.AERONAUTICS

Septctuher, igio

St. Louis National Novice Meet.

BY K. PERCY NOEL.

Although eight machines were on tlic field the
opening day of "First National Aviation Meeting
for Novices," July 11, only two got off the groimd
during the week and the prizes were all won by
one man on account of an accident to Howard W.
Gill, while practicing on July 12. J. W. Curzon
(Farman) won $800 in three prizes by flights
made July 14 and l.). There was no competition
on July 12, 13 and 15. On July 11 Gill flew
25 yards and landed in a ditch disabling his
n:achine for the day. On July 12 while practicing
in the evening, Gill flew half a mile outside the
held. Something went wrong with his elevating
control and in his inexperience he dropped from
40 ft., smashing half of the machine. He piclvcd
himself up but was confined to the hospital for
three days.

July 14 was a good day for Curzon, flying
92 yards on his first trial and 113 on his second,
winning his debut prize of $100. Later he won
the $100 daily prize for the first flight of 200
yaixls, traveling ."{22 yards straightway after 113
yards and then touching. Rain interfered on
July 15.

On July 16 Curzon made a flight of about 500
yards, winning the $100 daily prize. The meet
was continued July 17. but wiud prevented flying
until after official timing closed, then Curzon flew
186 yards. Curzon and Gill have both made per-
manent headquarters on the Washington Park
aviation field of the Aero Club of St. Louis.

On August 13. Ilillery Beachey, flying one of
Gills' biplanes without front elevator, made two
circuits of the course without stopping, about
1 % miles.

Dr. J. J. De Praslin, of Nicaragua, has ordered
material from the Aeronautic Supply Co. for the
construction of an aeroplane here.

Chas. Kulmo had a monoplane that was equipped
with a Curtiss 8-cylinder 40 h. p. engine that
looked very promising, construction and designing
above the ordinary.

Robinson's monoplane of the Bleriot type,
equipped with a 3-cylinder Elliridge motor, did not
get up enough speed to make a getaway from
terra flrma, although the construction was very
good.

Zehler's monoplane was a machine that differs
from the general run of flyers, and if you are
able to get a photo of it,' you could probably under-
stand same l>etter than the maker. Equipped with
a 4-cylind(>r 4-cycle marine engine, it was unable
to make a speed of more than five miles per
hour.

Suarlinii's Curtiss type biplane, equipped with
a 4-cycle i:iliriilge was very neatly made and
looked urcimislng. It was mounted on Farman
. type running gear.

Curzon's "Farman" biplane seemed as though it
had seen better days, although of the standard
type of a past season was still in the ring. The
big Vivinus motor does not give power enough to
enable the machine to make extend'Cd flights.
Those made have been but short ones.

SEVEN AEROPLANES SMASHED BY..WIND.

A few days' after the Novice Meet ^ St. Louis,
a terrific storm blew down the tent Which housed
the aeroplanes, demolishing 7 machines. Nothing
was saved of Curzon's Farman but the engine and
propeller. Ploward W. Gill's machine was un-
harmed as it was housed in a wooden shed.

Detroit.

At Detroit. La Chapelle, Hoxsey and Brookins
made sensational flights and delight(>d the manage-
ment and large crowds. The Wright machines
will return to Detroit in September.

Lexington, Ky.

J. A. D. McCurdy filled the Curtiss date at the
Lexington, Ky., State Fair, Aug. 7-13, making
several flights each day of the exhibition.

Grand Rapids.

Mars ^Curtiss) was to have flown here July
16-17, but the high wind prevented flights both
days.

Ne'w York, Aug. 19-21.

Glenn H. Curtiss, J. C. Mars, J. A. D. Mc-
Curdy, C. F. Willard and Eugene Ely are sched-
uled to give a 3-day exhibition at the Sheepshead
Bay racetrack, New York. Aug. 19-21.

Eugene B. E:iy, a Curtiss aviator, began prac-
ticing at Sheepshead Bay racetrack in preparation
for the exhibition on the 10th, using for the flrst
time the 8 cylinder Curtiss engine which is slowly
being installed in all the exhibition machines.

.T. A. Douglas McCurdy, former member of the
Aerial Experiment Association, who with P. W.
Baldwin, another member, formed the Canadian
Aerodrome Co. at Baddeck, Nova Scotia, has signed
a contract with Glenn Curtiss to fly a Curtiss
machine. His flrst appearance was at Omaha,
July 23-28. From there he went to Lexington,
Ky., Aug. 7-13. Eugene Ely of Portland, Ore.,
who has been flying a Curtiss machine for E.
Henry Wemme, Curtiss agent of that city, is an-
other addition to the Curtiss troupe of aviators.

Augustus Post, former secretary of the Aero
Club of America, has bought a Curtiss machine
under a special arrangement, and will fill exhibi-
tion contracts wherever they do not conflict with
Curtiss' interests, or will fill engagements obtained
l)y Curtiss. He will begin pi-acticing under the
al)le tutorship of Charles V. Willard, using a
machine which Willard has been putting in shape
in the Aeronautical Society's shed at Mineola.

Clifford B. Harmon has ordered a fast machine
from Glenn Curtiss, in which it is expected he will
install his Gnome engine for trial.

Harvard Aeronautical Society to Hold Avia-
tion Meet Sept. 3 to 13.

The Harvard .\eronautical Society, of Cam
Itridge. Mass., will hold an aviation meet at Allan-
tic. Mass., from Sept. 3 to 13th, inclusive, witl
the exception of the two Sundays intervening
The programme of events and prizes already sched
uled are as follows :

Speed: 1st, $3,000: 2nd. $2,00iO ; 3rd, $1.aOin
Altitude: 1st. $3,000: 2nd. $2,000; 3rd, $1,000
Duration, $2,000 and $1.00a FMstance, $2.0(I0 anc
$1,000; Slowest Lap, $l,OiOO and $500. Getawav
$100 and $50. Acciu-acy, $500 and $250-.

$10,000 PRIZE.

To which must be added the premier event <<■
the meet, for which the Boston Glohe offers a casi
prize of $10.(Mi(i : the condition of this conti'si
being a flight from Atlantic to Boston Light anc
return against time. For novices there will b(
additional events and prizes.

A large number of entri(>s from the ranks of th(
leading aviators of America. England and Frauci
have already been received by the Society, assur
ing the success of the meet, which is not only th(
flrst to be held in New England, but by far the
most important attempted in America up to thi
present time. Additional entries will be receivct
and full detailed information furnished prospectix'
entrants at the temporary headquarters of tli'
Society, No. 164 W'ashington St.. Boston, Mass.

The grounds cover 500 acres, on Dorchestei
Bay. and are surrounded on three sides by water

SPECIAL $5,0i0'0 PRIZE.

The announcement of a $5,000' prize and th(
Harvard Cup is offered the aviator who, duriui;
the meet, makes the best record in dropping b(iml)>
on a battleship model, which is to be set up on
the field, marks that event not only as one of tin
most interesting of the meet, but one which tin
Society deems most important from the stand
point of scientific investigation.

Bennett Race Changed to Belmont Track,

There are 10 entries in the Gordon Bennett
aviation race to )>e held at lielmont racetrack
near Jamaica. L. I., during the week of Oct
15-23. As follows: France. 3; Italy, 1: England
3 ; and .Vmerica has the naming of :l, France \>
the only country which has named her reiiresent
atives, as follows: Alfred Lel)lanc (Bleriot), win
was a contestant in the 1907 Gordon Bennett bal
loon race from St. Louis ; Hubert Latham (Antoi
nette) ; Rene Labouchere (Antoinette).

Plans for the meet, and the events which are

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AERONAUTICS

September, igio

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AERONAUTICS

September, 19 lo

promised to be held in addition during tlie week,
liave apparently not developed very far as yet.
Not a single announcement of prizes has been
made, and it is now very late for foreigners to
figure ahead. Unless announcement is made very
shortly, aviators of other countries will have made
their arrangements for that period at various Eu-
ropean meets.

Following on the heels of a disagreement with
(Jage E. Tarbell, who was the Aero Club's general
manager for the meet, Belmont racetrack was
made the place for the Gordon Bennett aviation
race and other events, instead of Hempstead Plains
as at first planned. L. L. Gillespie stated to-day,
Atig. 15, that the amount figured to be necessary.
$110,000, had all been raised. "This will be the
biggest meet of the year," Gillespie said, ".'fSO.OOO
being offered by the committee in prizes" ; and
that the magnitude of the affair will be such that
no aviator, American or foreign, whether for finan-
cial reasons or for the sake of glory, can afford
not to take part. Referring to the rumors that
Curtiss might not be on hand to defend the cup
by reason of the fact that arrangements are al-
leged to have been made that the Wright company
shares in the gate receipts, Mr. Gillespie said that
Curtiss would, of course, be asked to take part,
but that the acceptance of the invitation was up
to Curtiss and he could do as he liked.

The meet will be financed by the Aevo Corpora-
tion, Limited. August Belmont has been chosen
president of the meet. The executive committee
is composed of the chairmen of the various com-
mittees, as follows: L. I>. Gillespie (Finance
Committee), Allan A. Ryan (Arrangements Com-
mittee), J. C. McCoy (Aviation Committee!, and
.Vndrew Freedman, chairman.

Five Wright aviators will fly. and it is e.xpected
eight or ten foreigners will appear.

At the Aero Club of America no information
could be had as to the foreign contestants.

F.\.ST WRIGHT MACHI.NE.

The Wright company is building a special racing
machine which may be entered to defend the cup.
At the same time. Curtiss is also working on a
machine designed to be capable of beating the
speed expected to be made by others in the Gordon
Bennett. It is very likely that to defend the cup
successfully a machine will have to go 70 miles
an hour. The lOO h. p. Bleriot made GG m. p. h.
at Rheims in July. Clifford B. Harmon has or-
dered a Bleriot, in addition to his Curtiss.

Clifford B. Harmon Adds $i,ooo to Times

Race.

Clirtord R. Harmon, chairman of the national
council of the .Vero Club of America, has offered
•$1,000 in cash or plate to the contestant in the
Chicago-New York race who first covers 500' miles
in the first 50 consecutive hours.

Gordon Bennett Balloon Race.

Six countries hav<' ciitcrod 14 balloons in the
Gordon Bennett race on October 17. as follows:
France '■',. Germany o. Italy "J, Switzerland '2. I>eu-
mark 1 and U. S. 3. Only the German entrants
have been named to date. They are : Ilauptmann
Von Abereron, who was in the 1907 Gordon Ben-
nett at St. Louis, Lieut. Vogt, Ing. Hans Gericke.

In the elimination race to pick the .\merican
team, Sept. 17, .Man R. llavvley and I'ost will have
one balloon, (". B. Ilarmim and ("apt. Baldwin a
second and possibly A. II. Forbes will be sulticient-
ly improved in health to take part. A. T. .Vther-
holt from Philadelphia will be another. St. Louis
is likely to have more than half a dozen en-
ti'ants. .V. B. Lambert is sure to go in, G. I.. Bum-
baugh, St. L. Von Phul, H. E. Honeywell and W.
F. .Assman are strong probabilities.

Aero Calendar for the United States.

Aug. 10-20. — Asbury Park, N. J.. Wright avi-
ators, Owens dirigible, etc.

Aug. 17— Warehouse Pt., Ct., Chas. F. Willard.

Aug. 19-21 — Sheepshead Bay, N. Y., Curtiss ex-
hibition, with G. H. Curtiss, Willard, Mars, Ely,
McCurdy, Post and Baldwin.

Aug. 20 — Quincv, HI., flights bv Lincoln Beachev.

Aug. 2.3 — Bradford, Pa., C. F. Willard at Elks'
Carnival.

Aug. 26 — Curtiss to fly from Cleveland to Cedar
I'oint and return, over Lake Erie, about 60 miles
each way.

Sept. .3-i;{ — Boston aviation meet of Harvard
Aeronautical Society. Curtiss, Willard (Curtiss),
Wright machines and others.

Sept. 5-9 — Hartford, Ct., Wright aviators.

Sept. 5-10 — Minneapolis. Minn., Wright aviators.

Sept. 5-10 — Hamline, Minn, at State Fair.
Wright aviators and .1. C. Mars (Curtiss).

Sept. 5-10 — Lincoln, Neb., Wright aviators.

Sept. 6-10 — Parkersburg, W. Va., Wright avia-
tors.

Sept. 12 — 'Syracuse, N. Y., State Fair. J. A. D.
McCurdy (Curtiss).

Sept. 12-16 — Milwaukee, Wis., one Wright ma-
chine.

Sept. Flights at Mexico City.

Sept. 12-17— Rock Island, 111., State Pair. J. C.
Mars (Curtiss).

Sept. 17 — Indianapolis, Ind., elimination race to
select representatives in Gordon Bennett balloon
race.

Sept. 19-24 — Detroit, Mich., Wright aviators.

Sept. 21 — Olean, N. Y., State Fair, flights liy
McCurdy (Curtiss).

Sept. 22-28 — Knoxville, Tenn., Wriglit aviators.

Sept. 26-30^ — Trenton, N. .1., Wright aviators.

Sept. 27-.'?0 — ^Rochester, N. Y., Wright aviators.

Sept. 26-Oct. 1— Helena Mont., State Fair, J. C. Mars.

Oct. 1-8 — Springfield, 111.. Wright aviators.

Oct. 1-7 — Sedalia, Mo., Wright aviators.

Oct. 3-8— Spokane, Wa.'ili., State Fair, J. C. Mars.

Oct. 15-23 — Belmont Park, L. I., aviation meet of
A. C. A., including Gordon Bennett aviation race,
latter on Oct. 23.

Oct. 17 — St. Louis. Mo., Gordon Bennett balloon
race.

Oct. St. Louis, Mo., aviation meet.

Oct. 22-Nov. 5 — Philadelphia, Pa., aero show of
Penn. A. C.

Nov. 17-24 — St. Louis, Mo., aero show, Coliseum.

Dec. 1-8 — Aero show of A. C. of Illinois.

Simple Conditions for N. Y.-St. Louis Prize.

Official announcement of the stringless prize of
the New York World and the St. Louis Post-Dis-
jKiich has been made, and follows :

The New York World and the St. Louis Post-
Dispatch will give .fJoO.OOO to the first aviator who.
between .A_ug. 15. 1910. and .Ian. 1. 1911. files from
New York to St. Louis or from St. Louis to New
York within 100 consecutive hours, using the same
aeroplane from start to finish.

The only condition attached to this offer is that
at least three days' notice of intention to start
for this prize must be given to either the New
York World or the St. Louis Post-Dispatch, in
order that announcement may be made of the
actual starting and finishing points, the approxi-
mate route and other details as agreed upon.

Book Note.

Aerial Locomution. by F. H. Wenham, and
Aerial Navigation, l)y Sir George Cayley, are
the fir.st two of the "Aeronautical Classics"
which have been gotten out by the Britisli
Aeronautical Society under the editorship of
Messrs. T. O'B. Hubbard and J. H. Ledeboer.
The other four of the set will lie published
during the year. These cost but a shilling
each, and may Ije had frotn King, Sell &
Olding. 27 Chancery Lane, W. C, London.

AERONAUTICS

September, tqto

AT THE MINEOLA AVIATION GROUNDS

NEW^ CURTISS AEROPLANE

Willard Carries Three Passengers

THE NEW BALDWIN

Walden Accident

THE new Curtiss biplane, built especially to
specifications of Charles F. Willard, tbo
assomblin-j; of which was completed at the
Aeronaut ical Society's shed at Mineola. L.
I., the nth of Auijiist. differs from the standard
Curtiss niachin'' only in size and minor details of
construction. 1'he accompanying drawing gives
complete meas\ireinents :

Main Plaiirs. — These are 32 ft. spread by .5 ft.
fore and aft. spaced 5 ft. apart. The other Cur-
ti.ss machines .spread 26 ft. 3 in. by 4i^ ft. the
other way. The main cell is divided into five sec-
tions for sbjijping purposes. These sections of
the lateral beams join as shown in the following
sketch : Tlie curve of the ribs is 1 in 20, the deep-
est point 3 in., coming 18 in. back from the front
edge. The Baldwin rubberized linen covering,
placed on top of the ribs, is made in panels .5 ft. by
ft ft. (5 ft. bv S ft. In the center panel) and
laced to the large ribs (which come at strut points)
through holes Ihei-ein. The cloth is tacked on top
of the intervening smaller ribs with large-headed
brass tacks thi'ougb a strip of black tape. The
whole main cell is stayed in the usual manno-
with Roebling "aviator" cable. All ribs, even in
the ailerons and rudders, are laminated ash and
spruce. The spruce lateral beams of the main
planes are solid. All ribs and beams of rudders
and ailerons laminated ash and snruee.

Rudders and Other Siirfncen. — There is the usual
double plane hoi'izontal rudder, or "elevator," in
front, spreading 7 ft. by 27 in. by 27 in. The
surfaces of this are double — i. e.. the cloth Is on
both sides of the ribs. The same is true of the
vertical rudder in the rear, 3 ft. high by '.',() In.
the other way : and the fixed horizontal plane in
the rear, measuring 7 ft. by 30 in. The latter has

a slight curve, the depth of which is % in. at a
point one-third bade. The elevator has the same
curve running back from the front edge, but is
cut off at 27 in.

Htahilitij. — This is secured by ample-sized "aile-
rons," ]0 ft. spread by 2 ft. 9 in. length. Instead
of having the customary two wires (L), top and
bottom, running to one point, joining, and thence
over the pulleys to the shoulder brace, double-
sheave aluminum pulleys are used and both wires
run around the sheaves and then join, giving addi-
tional strength.

The control cables from the ailerons run through
pulleys on top of the lower plane and under the
uijper plane to the hinged steel tube liack of
shoulder brace. Leaning tp tbe high side of the

3i:'ir /r'OLE. I

/=-o^ S T/9U 7" I

Sac/rs r- j3<p£ t

machine when it tilts pulls the aileroii on the
low side down (and on the high side up), increas-
ing the lift on the low and decreasing it on the
high.

I'^teerinfj. — Steering up or down is by the usual
movable column ; pushing forward steers down, and
pulling back steers up. A bamboo rod runs from
the column to a short mast at the fi'ont edge of
the elevator for this purpose. The vertical rudder
control cables run over pulleys at the end of the

Photo hy Joseph Hurt, Mineola, L. I.

1
i

^■■^^^^Mi^fcrnw- '

-—

■:^^ ^^ .SS^^H, — i£^^^^

£^

Wtm

1 -%-

— — ■■WPMiyijj^'; ""^^—^ yByT****"^' '*' '

Chas. F, Willard in first flight with big Curtiss machine, Tiie inserted picture is a clcjse view of same,

AERONAUTICS

September, igio

Pliofo 1)1/ Jotieph Burt, MuiroUi, [j. I.

r M

Harmon in His Farman.

Russell in a Curtiss with Harriman Engine.

Seymour Flying His Curtiss.

biunboo out riggers and Ihroush the lower ones to
pulleys at the bottom end of the aluminum steer-
ins column or pillar, up tlirough the inside of
same, crossing, and twice aroimd a groove in the
wheel. Turning the wheel loft or right, as in an
automobile, steers (ho niacliine a('cordin.t;ly.

I'oirer Plunt. — A Curtiss eight -cylinder, rated
(A. L. A. M.) 51.2 h. p.. "V" water-cooled engine
drives direct a 7-ft. Curtiss propeller. Heretofore
all of Willard's flights have been made with the
four-cylindrr 'J.~>:\o motor. 'I'lie cylindrical gaso-
line tank is placed in front of (ho engine on the
same bed, as is the extra large? El Arco radiator,
which is just behind the front struts at the back
of the operator. I'nder tlu- engine js suspendinl,
by steel tubes from the engine bed, the oil tank.
I he oil feeding uj) by a small pump. A float has
been arranged in both oil and gasoline tanks and
gauges, to show the level of supply are placed
convenient for the aviator's sight. On the side of
the steering {'olumn is a throttle lever connected
by Howden wire system to the carburetor. At
till' left foot is also an accelerator, connected to
till? above Uowden wire at a point on the inclined
bi'am where the steering column hinges. A Bosch
Mi.-igni'lo. with set spark, furnishes ignition. The
brnkc (in I he fniiil wheel is nperated by the right
I'l'H iinci .11 111.' sanii' tiun' slmrl circuits the mag-

IlClll.

l>clails of cnnstruction are shown clearly in the
• hawing and sketches. The weight of the ma-
rliiiii' Is rsliaialid al (>.")ii pounds. Where Sev-
ern] cables coiiie Id a coinnicn point, linen cords
ai-c lied from erne to theothcr (see sketch) to pre-
vciil iheir catching, say. in the jiropeller in case
of breakage, which generally comes near the

Capt. Baldwin in Flight.
Baldwin Close Up.
Curtiss Copy of G. E. DeLong of the Elbridge Co.

sockets. This habit has saved many propellers in
Willard's experience of a year.

Aug. 12.^The first flight, of 7 minutes, was
successfully made over the Hempstead Plains last
evening.

Willard Carries Three Passengers— United
States Record.
Mineola, Aug. 14. — Charles F. Willard to-day
established an .\merican record for i)a.s.senger car-
rying at the Mineola tield when he look up with
him II. V. Patterson. Harry Willard and .V. Albin.
Starting from the Aeronautical Societv's shed, he
flew at al)out 15 ft. above the ground as far as the
grandstand, a distance of a quarter mile. The
machine, a Curtiss of larger size than usual (de-
scribed in this issue), had only been assembled
two days before aiul made its initial flights. The
four men weighed :;T5 lbs.. th(> macliine is esti-
mated at (•>5(i. and with the balance in gas and
oil, made u)) about 1.2(H) lbs. total for .'520 sq. ft.
of supporting surface. Other flights were made
by Willard alone. The day before several flights
were mad<', on<' of 12 miles across country, and
he carried two passengers on one trip, .1. C' Mars
and his brother. Harry Willard.

H.MtMn.v |.'I,IKS OVER HOUR.

Clifford I'.. Harn-on flew for 1 hr. 4 min. on this
day, the longest flight that has been made at the
grounds for the past month. .1. .T. Frisbie made
his first attempt al llight in his finely built Curtiss
copy, equii>pe<l with an l';ibri(ige-40 engine, lie
was Hying nicely, when he turned the elevator up
{Continued mt page '.PJ.J

AERONAUTICS

Sef^temher. lf)il>

front Mteral bem ^ribj/em-t/n

AILER0M5 AMD ed&.bmt _

RVDDER5 gt corners reinforced with mod

and tin, IdtterfacAed
shoulder sJlero/p c(?ntro/ of

ritixVhi ih, b/j

'Doh'den wire

fi/IIey

5t8\
CI//1

ELEVATOR DBrniL

* Trian£Je 0/ Mw^' rein furred
(E)dniflirdze(dJntD one piece

Z9'

CR0S5 SECTIOtf AILERM

lirQzed

lube AILERON,

Wbrollfe

3TML

Iron

AERONAUTICS

September, 1910

V i^dsher

POST
SOCKET

section

Mn^edkck toieat moyed lejl or
rifht by operator leaning ^^jj^^^^^

CURTISS AEROPLANE

wcM In rear ed^e o/ cM/i
'3oe^ rnder /acff All then
soldered ' '

The contents of this magazine are protected by copyright in the U. S.
9S

AERONAUTICS

September, igio

too quickly and shot up to 50- ft. In landing hard
he broke a rear wheel. By reason of lack of space
the description of his machine is held over for
another month. A feature of the Frisbie machine
is the two El Arco radiators, placed on either side
of tlie operator. This is the first time that two
ladiators have been used.

Philip W. Wilcox also made his debut in his
l''arman-tvpe biplane with a Rinek 50 h. p. engine,
lie circled the field at a . height of 25 to 100' ft.,
and the machine appeared the most stable of any
on the grounds. The machine was tried out twice
before, by Lewis Strang and by Hamilton, but
each time the running gear gave way. Full de-
tails will appear later. G. E. De Long, treasurer
of the Elbridge company, had a slight accident,
breaking a wheel, in his first trials on this day.
\V. L. Fairchild has received an Emerson engine
and will shortly begin trials with his monoplane.

The Capt. Baldwin Biplane.

Captain Thomas S. Baldwin has made some chaiiges
!n hisbipUne which he has been tiyingut Mineola forborne
lime. TlieCurtiss 4-cyliiider engine has been replaced b>
one of 8 cvlindeis with an A. L. A. M. rating of 5Li
h. p., though 01 h. p. has been claimed for a
similar engine. The Curtiss propeller has been
replaced by a Requa-Gibson ariven direct. The
engine, of 'course, has been placed higher up iur
stead of being situated as formerly on the lower
plane and driving by chain. Formerly the pro-
peller was ahead of the main planes and the avia-
tor sat on a level with and just bac'.; of the lower
plane, as illustrated in the May number. The
vertical stability surface above the upper plane
has been left otf temporarily, Capt. Baldwin still
believing in its possibilities.

Though larger in spread than the planes of
the Curtiss machines, the ribs are standard Cur-
tiss. The surfaces are single Baldwin rubberized
silk, laced to the main ribs, and tacked to the
front lateral beam. A wire runs through a pocket
in the cloth to form the rear edge. The spruce
lateral beams are 1% by 1%, flat with half-
round edges, which makes the cross section nearly
elliptical. The struts are 2V4, in. by 1 in. fish-
shaped of spruce. These narrow down to 1 in.
round where they fit in the sockets. Koebling
wire cable 1/lOth diam. is used to stay the main
cell, as well the forward and rear construction.
In place of the two rear center stru s sui 1 tubing
is used and to these the horizontal brums forming

the engine bed are bolted. Diagonal steel tubing
braces are also used at this point. The two front
center uprights are 3% in- by 1 in.

The front horizontal rudder, single surface, with
a curvature of 1 in. in 32, Is stayed by wire
cable from 18-in. masts, one on each side. The
frame of the rudder is covered both sides with
cloth, tacked to the ribs. The ribs in the rear
cell, or tail are covered both sides with cloth.

The rear three feet of the tail cell is so ar-
ranged that the angle of incidence may be changed
by tightening one set of guy wires and loosening
the others. This part is hinged on the front
eighteen inches which remain stationary. The
control of the ailerons is by a shoulder brace, and
the rudder by turning a wheel, similar to the
system employed by Curtiss. All wires running to
the rudder and controls instead of passing over
pulleys are run through copper tubes, bent to the
required curvature, as described some time ago in
.Vekoxautics. The weight is around »i70 lbs.

The equipment includes Palmer tires, Bosch
uiayneto, and El .Vrco radiator.

Dr. H. W. Walden's Monoplane.

l»r. II. W. Walden gave .his nicmoplaue — the
third machine he has built — its lirst trial on
.vug. 3-7, with disastrous results. In .iust one short
initial try three ribs and one collar-bone were
broken. ' \ud then, to make matters worse, a
none-too-kind female nurse at the local hospital
insisted on plucking from his lips with unneedful
force, a consoling cigar which had been given him
at his request just after the accident. Then he
lapsed into unconsciousness, which may or may not
have been a direct result. Then, again, it was
found the hospital was shy of bandages, all hav-
ing been used up on the previous aviator.

In this first attempt the machine got oft' the
ground all right and the new stability device
seemed to work perfectly. The lateral beam of
tubular steel on which rotate the two elevators
was too weak and bent up, shooting the nose of
the aeroplane quickly down, so that the aeroplane
struck on its front wheel, with the tail vertically
in the air. the front lateral beam pinning Dr.
Walden to the ground.

DESCRIPTION UF THE .MACHINE.

The main supportitig plane spreads 26 ft. by 7

ft. in depth, and contains, allowing for the portion

cut away for the propeller, 165 sq. ft. The lateral

beams, of spruce, are in five sections, joined

(Coniinncd on page 98.)

Dr. Walden and His Monoplane
9U

AERONAUTICS

September, 1910

Capt. Baldwin's Machine
97

AERONAUTICS

September, ipro

together by sleeves of steel tubes. The ribs are
of "I" cross section, the horizontal strips % in.
wide, the whole rib tapering front and rear from
3 in. at greatest height. The vertical part of the
rib is bored full of holes throughout its length.
The strips on top and bottom' are screwed and
glued on.. The rib.s follow a parabolic curve from
the front beam to the rear edge. For in. for-
ward from the front lateral beam the surface nar-
rows to a point. The greatest depth of the curve is
4% in. at a point one-third back from front edge.

Tail Plane and Eleraior. — .\t the rear is a fixed
surface of I.t sq. ft., with a movable section at
either lateral extremity, both totaling another 15
sq. ft. These are curved in the same ratio as the
main plane. These latter pivot about a latei-al
steel tube one-third back from forward edge. From
a short mast running through each of these wires
run along the "fuselage" and over the pulleys
over the front wheel and fasten to the steering
column. Pushing forward on the steering column
steers down, and vice versa. All surfaces are
covered both sides with Naiad linen.

Rudder. — The vertical rudder has a surface of
7% sq. ft., and is operated by turning the steer-
ing wheel left or right.

StaMlitp. — A new scheme for automatic lateral
stability has been devised and patented. This
consists of small planes inclined at an angle of
about 45 degrees, placed on a rectangular frame
on top at the extremities of the main surface.
Bach small plane is hinged near (H) its rear and
near the forward end is a spring (S). If the
machine starts to slide to one side or the other,
the increased pressure is designed to cause the
front end of the little plane to raise up against
the spring's pull and present a greater angle to
the wind. The spring holds the plane normally
egde into the wind. This is illustrated herewith.

Poirer Plant. — .\n Anzani three-cylinder air-
cooled motor of 25-.S0 French h. p., mounted or
hung in a frame of tubing, placed below the rear
lateral beam, drives direct a fi-ft. propeller. One
of those used was a Requa-Oibson of 4-ft. pitch,
and the other a Brauner of 4-ft. ?.-in. pitch.
There is no throttle to regulate the G. & A. car-
buretor, but a lever on tho engine is utilized to
lift the valves, permitting, when occasion demands,
the propeller to turn perfectly free, with no ex-
plosion taking place. The moment the lever is let
down again, the motor starts its usual work. This
compression release is operated by the left foot.
On the steering wheel is a spark cutout. The
spark advance is on a right-foot pedal. Coll and
battery ignition.

Chassis. — The running gear has for diagonal
struts steel tubing pinned and brazed in sockets.
The horizontal members connecting the hubs of
the three wheels are of spruce. The axle of the
two rear wheels is of angle steel.

The wheels are of Weaver make, 20 in. rear
and 16 in. front, fitted with Hartford aviator tires

The fiiselaye is made up of spruce, with steel
sockets, stayed with piano wire. In the next ma-
chine, which is to l)e finished by Sept. 1, this will
be built of ash and stayed with Roebling aviator
cord. The aviators seat is suspended by piano
wire.

The Month Past at Mineola.

Nearly every day during the past month flights
have been made by Harmon, Baldwin, Russell and
.Toe Seymour. .7. .T. Frisbie on two Sundays made
hot air balloon ascents and parachute drops.

MANY .M.\CIII.\E.S ON THE GROUND.

Dr. William Greene will soon have one of his
biplanes down at the Aeronautical Society's shed
for flights.

The machines in the Aero Club sheds are :
Clifford B. Harmon (Farman). Capt. T. S. Bald-
win (Baldwin), W. L. Fairchild (own monoplane,
building), H. S. Harkness (Antoinette), and Philip
W. Wilcox (Farman-type) . At the .\eronautical
Society sheds are : Miss E. L. Todd ( biplane, not
yet tried), W. Diefenbach (making). Frank Van
Anden's light Farman-type with Ilarriman engine.
Geo. Godley (imitation Curtiss, making). Dr. 11. W.
Walden (monoplane with Anzani motor, recently
damaged at trial), M. P. Talmage (making Cur-
tiss-type), G. E. De Long (Shneider make of Cui-*-
tiss type, with Elbrid'ge engine), .las. Murgatroyd
(biplane own design, with two Adams-Farwell
motors operating individual propellers, not yet
tried), George Russell (ono Curtiss with Harriman
engine and one copy, former making almost daily-
flights), Elmer Bu)'lingame (own design monoplane,
Harriman engine, not yet tried), Louis Rosenbaum
(monoplane, owner's design, not yet finished),
Edwards & Edick (small copy of Curtiss, well built,
own make of engine), Paul Kilduchevsky (mono-
plane, owner's design, making).

The Society has added an extension .30 by 138
ft. to its already large shed to accommodate some
of the machines which have been housed under
tents.

AVI.VTOR.S .SHARE PROFITS IN GATE RECEIPTS.

Some time ago the owners, a real estate con-
cern, of the lands over which the flights are
made, built a fence on three sides and began
charging the public admission to a grandstand and
the field. On Aug. 13 there was established a
system of "points." each machine making an ap-
pearance on tho field earning 1 point, a short
jump a certain number, length of flight is re-
warded, etc. The aviators share in profits ac-
cording to the points earned. The two aeronaut-
ical organizations have nothing to do with the
financial end of the enterprise, merely leasing shed
ground and privilege of flight over the other lands.
Each Saturday and Sunday large crowds view the
flights of Harmon, Baldwin, Russell, Seymour,
etc. Mr. Harmon objects to accepting mioney prizes
and takes a cup or trophy instead.

PATENT LIST

Theodore Kornbi-odt. Chicago. 111.. 9(i2,nf;4. .Tune
28, 1910, filed Oct. 28. 1000. AIRSHIP. A dirigi-
ble balloon having an elongated air bag semi-circu-
lar In form which is inflated with heated air from
the exhaust pipes of several engines. A plurality
of propellers provide the motive force while the
steering is performed by a "resident element" lacted
upon by an air blast from a tube at each end of
which propellers are arranged.

August Richard Rieger. Chicago. HI., 9(52,977,
.Tune 28, 1910, filed Sept. 9, 1009. AIRSHIP. .\
chassis of tubular form on wheels, provided with
a motor operating a propeller at the front which
is ladjusiab'e as to the piano of rotation. Recipro-
cating wings extend at each side and in addition
gas containing cylinders are iirovided at each side
to sustaina portion of the weiglit. The cylinders
are movalile back and forth to maintain ecjuilib-
rium.

Thomas Mortimer Crepar. Fargo, N. D., 96.'!..522,
.July 5, 1910. filed .Tune 2. 1008. FLYING MA-
CHINE, thr main charaeteristics of which are a
plane of corrugated form, instead of the usual

flat surface, pointed at the front and diversing out-
wardly and down at the sides. A series of vanes
are disposed on the plane adapted to be moved
simultaneously at various angles and a spiral pro-
peller supplies the motive force.

Harold M. Chase, and Minor F. H. Gouverneur,
Wilmington, N. C, 963, .516, .Tuly .5. 1910, filed
March 17. 1910. STABILIZING MEANS FOR
.\EROPLANES. A biplane provided with vertical-
ly arranged partitions located between the planes
fxtending longitudinally of the machine. The rear
portions of said partitions are movable manu-
ally.

(ierald Geraldson, Newcastle. Cal., 963, .543, July
.5. 1910, filed May 14. 190Q. AEROPLANE formed
by stretching material over a continuous rim which
niay be elliptical in shape. .V transverse rod pass-
ing substantially through the center of the ellipse
secured at each end to the rim, serve as the sup-
porting means by pivotal connections to standards
rising from the oar. Means are provided for
changing the angle of the plane and also the
standards relatively to the car.

AERONAUTICS

September, iqto

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ADDRESS

MQTIIPAP 9626 ERIE AVENUE
I OIUrMn SO. CHICAGO, ILL.

Successor to J. STUPAR, Pattern and Model Shop

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AEROPLANE RADIATORS

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In answering advertisements please mention this magazine.

AERONAUTICS

September, IQIO

Curzon- Aviation Co., Inc.

AND FIRST

American Aviation Training School

REMOVED TO
WASHINGTON PARK AVIATION FIELD

EAST ST. LOUIS, ILL.

Curzon No. 1 Bipliine. Speed Machine, - $3,500
Curzon No. I Karinau Type Aeroplane, .'$3,500
Curzon Monoplane, - - - $4,000

All equipped with the Elbrldge Featherweight Engines

I he Kr. ncli tinonie Engine will be furnished for

the additional .sum of $2,600 on machines

only at this combined figure

You can witness demonstration flights of your
machine of at least 5 miles before accepting same.

Free tuition to purchasers.

Only a limited number of machines to be sold
at the above figures, prices will advance shortly.

America's First Aviation Training School
Open to the Public

Actual praftice in the Art of Flying.
Aviators' diplomas issued on qualifying.
Teehnieal training; how to build, lectures,
etc., Viy Prof. Harrison, motor expert,
master of mechanics and profound student
of aviation for the past three years.

Address all connnunications to

1806 N. 39th Street
EAST ST. LOUIS, ILL.

J. W. CURZON,

TO THE PROMOTERS OF THE

Coming Aeroplane Meets

You want exhibitions of Man-Lifting
Aeroplane Kite Flying to interest the
crowds while the aviators are not flying.
C High or even moderate winds will in-
variably keep the aeroplanists from flying
until late each afternoon. Before then we
will fill the air with hundreds of 9- and \2-
foot Aeroplane Kites of every known kind.
By flying these, dozens in tandem,
enormous American flags, .streamers and
announcement banners about the meet c-an
be lifted a half mile in the air.

C These sc ientific kites will fly

all day and the displays will be

a great attraction in themselves

and will keep the crowds (juiet

and c-ontented, when for any

reason tlie aeroplanes cannot fly.

C At the Meet of the West Hudson Aero

Club at Arlington, N. J., June, I})()9, New

York papers said, "The hundreds of kites

in the air were a decided feature."

SAMUEL F. PERKINS

110 Tremont St. :: Boston, Mass.

~\m

J.J.J - gg g«»

* t

* ±

* t

* i

* t

I All Communications %

+
+
+
+
+

*
*

*
+

Intended For

Glenn H.

Curtiss

Should Be Addressed
to

Aviation Headquarters

1737 Broadway
New York

JEROME S. FANCIULLI

BUSINESS REPRESENTATIVE

+4»++4'4"H'*H'4'+"H"H*4'4'4"4"4'4*^'»*4'4»4»«H»

In answering advertisements please mention this magazine.

AERONAUTICS

Scptetnhcr, iQiO

FLIGHT PROGRESS OVER THE COUNTRY

Flights With Burgess Aeroplane.

William Hilliard lias been making' a constant
succession of flights with one of the Burgess Co.
& Curtiss machines at Plum Island. Mass., having
flown on one da.v alone :.'."i times without breaking
even a rib or skid. The company's energies are
being devoted to the :Model C "Flying Fish" which
is to have wheels as well as skids and to be
driven by a Clement-Bayard .'JO h. p. motor. The
company has hitherto employed two different tyjies
of propellers designed by A. M. Herring, two de-
signed by Mr. Pflitzner and two Cliauviere. A new
propeller is being developed to have tlie good
point.g of these without the defects. This will be
of the 2-bladed type with uniform i)itch and as
symmetrical as the highest efficiency will permit.
The general design will be adapted to different
diameters, the standard diameter for light ma-

Harvard Biplane Flies.

The Harvard Aeronautical Society, numbering
400 members, lays claim to having tlie liglitest
biplane in the world, its weight being but 1G5
pounds, including wheels, but without engine.

The riding surface is 200 so. ft. and the con-
trol surface 35 sq. ft. Equipped with disappear-
ing wheels and offset surfaces, it is constructed of
hollowed and laminated air-dried spruce without
l)olts, screws or nails. The after cross-piece is on
top of ribs, while the fabric is underneath the
ribs.

The machine, which was built by S. L. Saunders
and certain Harvard students, has made several
12r)-yard flights within Soldiers" Field, fitted with
a regular Cameron 4-cylinder, air-cooled automo-
bile engine, at a lieight of 8 or 10 ft. However,
the engine was not developing more than two-thirds

.>~--

^(um

iiiu

§ i 4

[chines being 6^^ ft. The I'fltzner monoplane, now i
•the property of the company, is at Garden City for
sale at .1(4.000. with a Curtiss 4-cylinder engine. I

The control device is novel in the "Harvard I."
I There are two elevators in front, each operated
by separate levers at the right and left hand of
the aviator. In ascending or descending, both are
moved to the same extent, but one or the other
is moved individually to maintain lateral equilib-
rium. The levers lock automatically on being
released. The vertical rudder is regulated by the
operator's foot. The motor and direct-connected
propeller is swung in a revolving cradle, with the
axis of support jmssing through both the center
of gravity and the line of thrust of the motor.
By a simple movement of eitlier hand or foot the
operator can adjust the thrust angle at will. The
device is self-locking and free from vibration. The
norm of the line of thrust passes through the aero-
plane's center of pressure. Detachable wheels
eciuipped with spring shock absorbers are attached
to the skids.

The "Harvard I" was designed, patented and
flown h\ .lames \. Martin, manager of the society.

Navigates Over New York.

Thousands of residents of the village of Man-
hattan were startled on the evening of .Tuly 10
when Frank Goodale operated his dirigible balloon
from Palisade Park across the Hudson to Broad-
way and then down around the Times building
and return. The distance is about 10 miles.

of its horsepower and weighed with equipment
2.'>0 pounds. The engine itself weighed 190 pounds.
The propeller was a Herring four-bladed, giving
200 pounds thrust at 1,200 r. p. m.

Trans-Atlantic Airship Ready Soon.

The Wellman polar airship, ".\merica," is being
assembled at Atlantic City. N. .!., and before long
trial ascents will be made. Previous to th(> cross-
ocean attempt the ship will be navigated to Phila-
delphia and New York, it is promised.

Flight up York State.

Bath. N. Y., .\ug. 1(>. — P'red Eells. who has been
making several short flights in the Kirkham-I<>lls
biplane here for the last week, this morning made
a flight of one and one-half miles at a height of
7."> ft., making a complete circle and returning to
starting point. The machine is a biplane with a
new system of control and is equipped ■with a
2.5-30 horse-power 4-cylinder Kirkham aero motor.
A complete description will appear nest month.

The Nashville Aero Club seems to be another
"fly-by -nighf" club, as letters addressed to it as
well as in<lividual otticers are returned by the
post offlce. A chance for the national council of
the Aero Club of America to do some work. ,\n
i>xhi!)ition was recently held in Nashville.

AERONAUTICS September, igio

IN THE AERIAL MARKET PLACE

TO OUK FRIENDS— We ^vould appreciate it very
much if you ivould specify in writing advertisers
that you saw the ad. in AERONAUTICS. This
iciUhelp us. and eventually be of equal service to

i/ourselves.

Detroit Aero. ConstruLtion Co. Motor.

1"he Detroit AeroiiMutie Construction Co. of De-
troit, Micli., realizing some time ago ttiat tlie
present type of automobile or marine motor was
entirely too large, heavy and cumbersome for avia-
tion work, set about to build the smallest, light-
est and most effective power plant which could
possibly be constructed. Its :;U-4U h. p. motor
weighs well inside of 175 pounds, including a
double ignition system, cnrlmretor and propeller.

In order to secure efficient service, ball bearings
are used wherever the same are at all practicable
or applicable.

With the exception of the cylinders, pistons and
crank shafts, the entire motor is built of aluminum,
including the Schebler carburetor, which is being
made especially for this motor, thus reducing the
motor to the very minimum of weight without
sacrificing strength in any way.

The company has no hesitancy in saying that,
in so far as size is concerned, it is building the
most compact motor, for the power developed, in
the world, the ;-J0-40 h. p. motor occupying but
about 18 by 19 in. of space over all.

The cylinders on all motors are cast en hlac.
The crank shafts are cut out of solid blocks of
chrome nickel steel, and are carried on two large
Hess-Bright ball bearings. All rotary parts are
thoroughly balanced and in every way made as
light as possible, without sacrificing strength for
lightness. The intake, as well as the exhaust
valves, are made especially largo, to insure perfect
intake of fuel, as well as absolute scavenging of
cylinders. In the construction of the intake valves
and manifold, the company has gotten away from
the adopted form, and has adopted a system of its
own, which is unique in so far as compactness
and simplicity are concerned. The exhaust is
effected by a peculiar cam operation, giving an
easy rotary movement, combined with quick ac-
tion, and is "fool-proof."

The company has also gotten away from the
ordinary in its oiling system, which consists of a
very siiiall rotary gear pump built in the crank
case, so as to be easily accessible in case a repair
should be necessary. This forces the oil to all
cylinder and connecting-rod bearings. The oil
being pumped from a sub-base to the cylinders
and to the crank case makes a splash system, a
lever overflow pipe to the sub-base taking care of
all excess oil.

Years of experience in building motors for rac-
ing boats has taught the company that in order
to secure absolute ignition its motor must be
equipped with a double ignition system. This
system consists of a Bosch magneto and of a
primary and secondary distributer with a single
coil, and it is the claim of the company that it
has the only perfect ignition system in present use.

The company states : "That tlie motors built
by this company are a success is proven by the
many orders which it has received from persons
who have spent much time and money in experi-
menting with other motors, and who have dis-
carded the same for the Detroit motor, and have
found perfect success with it. References as to
successful users of this motor will be gladly fur-
nished by the company on application."

The company is now making arrangements for
the building of a larger factory, in order to
enable it to take care of its rapidly increasing
business. Orders for more of the latest improved
machines have already been placed, and negotia-
tions for the building are now in progress. The

Detroit Aero
Construction
Co. Motor

company is always glad to see prospective cus-
tomers ' and have them examine the plant and
the motor. All motors are furnished with either
aluminum flywheels or laminated wood propellers.

Hall-Scott Aeronautical Motor.

Two types of aerial motors of light weight are
offered by the Hall-Scott Motor Car Co. of San
Francisco, Cal.. this concern having already deliv-
ered a number of them to western aviators.

One of the interesting facts about the success-
ful flight of the Wiseman-Peters aeroplane at
Petaluma was the use of a Hall-Scott eight-
cylinder, 60 h. p. motor. W Hall, the designer,
is best known as an automobile man, being well
known locally as the builder of the Comet auto-
mobile, which made all kinds of records on local
California tracks for two seasons.

These engines are both of the four-cycle type,
water-cooled : a four-cylinder, .30> h. p. and an
eight-cylinder 60 h. p., both having cylinders
measuring 4 in. bore and 4 in. stroke, and with
the exception of the crank shaft and crank cases
all the parts on both types of motors being inter-
changeable.

The cylinder walls, pistons and heads are made
of a special cast iron. The valves, of nickel steel,
are seated directly in the removable heads and
ojierated by push rods and rocker arms. The water
jackets are of spun copper, a by-pass between
the jacket and cylinder head being used as a
preventative of any leakage into the cylinders.

The cam shafts are located in the crank cases,
which are of the strongest known aluminum al-
loy. The crank shafts and connecting rods are
machined from hand forgings of a low carbon
machine steel, which it is claimed is best adapted
to use where a propeller is employed, bored and
milled and ground accurately to size. Main and
connecting rod bearings are of larger size than
ordinarily used, being 1 % in. in diameter.

The crank cases are split, the bottom oil cases
having an oil reservoir cast integral, from which

100

AERONAUTICS

September, igio

$350
THE LOOSE

MONOPLANE

IN A DISTINCT CLASS BY ITSELF

Orifi,iiial in every respect but embody inji'

the best principles now used on all sui-

cessful monoplanes.

The Improved ^^ Demoiselle^'

A iar;ic'r machine

150 Pounds for 150 square feet

^^^^^^^^^^— a 26-foot span i

Designed for 5 pounds per squ re foot

No infringements — Heady for Power Plant

SPECIFICATIONS

t ply laminated ribs Roebling- steel cable

20" steel wheels
;•?" steel axels

Palmer tires
Hartford varnish

Only a Limited Number at this Price

Send for circular

The G. H. Loose Monoplane Co.

SAN FRANCISCO, CAL., U. S. A.

FOR SALE ''"■^t'^l^^t"'

One 4-cyl. 40-60 H. P. Elbridge aero-
plane motor complete, new - - - $900.

One 7-cyl. 30-40 H. P. revolving motor

complete, new 750.

One 8-cyl. 30-35 H. P. V type motor

complete, new 750.

One Biplane complete, less motor - - - 500.

One Monoplane, complete, less motor - - 500.

Propem.ebs and Aeropi.akk Tarts
On ac-count of the pressure of other business we
have discontinued tlie manufacture of aeroplanes.
The above prices are way below cost to close out
(|uickly. If interested, write at once.

THE FISHER AUTOMOBILE CO., Indianapolis, Ind.

WOOD

For Aeroplanes *

■1"

* Long Lengths of Selected Straight Grain 4»
•I* ij»

t Spruce --Pines --Bass--Whitewood-- *

* White Cedar, Etc. ?

* FULLY EQUIPPED MILL- LOW PRICES 4!

J, Manufacturers Supplied Y

* WM. P. YOUNGS & BROS. ♦

* First Ave. and 35tli Street - New York *

♦♦♦♦♦♦♦♦♦♦♦♦»♦»♦♦♦♦♦♦♦♦»♦♦♦♦♦♦

AEREAL CLOTH

The Cloth of the Hour

^ ♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦♦ ^

C Guaranteed proofed a<),ainst sun,
rain, and wind, weighs 6^ oz. to
the yd., 36 in. wide.

€L The stronoest, lightest and most
practical silk cloth in the market.

Especially adapted for Aeroplanes
and Balloons.

Prices and samples on application. ^/^

.\ddrcss: THE H. M. H. MILLS

Dept. A, - Room 608
1 Union Sq., West, New York City

<f Western Office: MOFFAT BUILDING
Room 508

X Detroit, :: :: Michigan

•frr •!• ^ •i"i* V "i" ••• v H' "I" 'X' V *•' V *I* 'r '•• *F *l* 'X* "!• "!• *r V *i* '!• t* ^

I NAIAD 5

Aeronautical Cloth

* +

jf, Manufactured Especially for Aeroplanes J
J, T

I Light, Stro ng I

t I

+ Air -Tight and I

.,,. .|, Samples, Data and Prices on Request

:: t Moisture Proof ±

I The C. E. Conover Co. +

1 101 Franklin St., New York +
* *

In answering advcrtiseJiieiits please mention this inagasine.

AERONAUTICS

September, i§>io

MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size — Any speed
Reliable, conclusive and confidential
reports.

JOSEPH TRACY

Consulting Engineer

116 West 39th St. :: :: :: New York

All diameters and
gauges carried in stock

Also Nicl<el Steel Tubing
for Propeller Shafts

NEW YORK
130-132 Worth Street

STEKL TUBING

PETER A. FRASSE & COMPANY,

PHILADELPHIA
408 Commerce Street

Importers of Piano
Wire, specially up-set
for use in Aeroplanes

BUFFALO
50-52 Exchange Street

Go L. BUMBAUGH

1029 N. Illinois St. :: :: Indianapolis, Ind.

Designer, Contractor, Operator
Constructor

AIRSHIPS AND BALLOONS

Builder of the Balloon "Chicago" the
largest in the world; the "Indiana,"
which holds the endurance record of
the U. S.

For Sale — Four new spherical balloons,
fournew dirigible balloons, just finished.
Will sell at reasonable prices.

MOTORLESS
= FLIGHT =

THE nextgreatachievement in avia-
tion may be Motorless Flight.
Many eminent enfiineers and
physicists believe it to be attainable
by man. We know that it is per-
formed by the birds. Read the
article entitled Soaring Flight,"
by Octave Chanute, in the Epitome
OF THE Aeronautical Annual. This
Ei'iTOME contains also articles by
Cavley, Wenham, Lilienthal, Maxim,
Langi.ev and others who laid tiie
foundations of the science of aviation.
221. pages, 18 plates. Price $1.00:
postage 12 cents. W. B. CLARKP:,
CO., 20 Tremont St., Boston.

ED WIN LEVI CK

Aeronautical

AND MARINE

Photographers

Telephone 108 FULTON STREET Cable

100 John NEW YORK Photonews. N.Y.

Photographs of Practically every Aeroplane and Airship in the World
Lantern Slides and Enlargements our Specialty

Write for Catalogue Agents Throughout Europe

NO GYROPLANE FOR HIM

"Stop Thief ! ! and Nature gave a yell

As Willie dove to Death and Hell--

Thou hast my choicest model ta'en —

How shall I sf e to make a Fool again?"

See the Hump ! It's a non-upsetable Helicopter,
Parachute, Gyroscope, Fly-wheel Monoplane.

JOS. E. BISSELL, Box 795, Pittsburg, Pa.

In anstvcnng advcrlisements please inenlioii lliis iiiagacine.

AERONAUTICS

September, iQio

a gear pump draws and keeps the oil in continuous
circulation, constant level splash system of lubri-
cation heing used.

A ball-bearinu- thrust collar, integral with crank
case end. is .-irran.'Ard to taki' a thrust in rithi'r
direction, so thai a pusli or pull propeller n;a.v
be used.

Ignition is l>y liosch hiiih-tension magneto, and
a special aluminum Stroniberg carburetor is regu-
lar e(piipment.

Tliis company claims simplicity of construction
and di'si!;n. wiih as much lightness for the power
(li-vclopcd as any other water-cooled motor that
will stand up under the luud usage that an aero-
nautical motor has to conti'nd with.

In addition to these motors tliis concern offers
laminated elm and mahoginy propellers, which
the.v believe liave orivinal lines, and which they
claim give more tlirust for tlie norsepower ex-
pended than propellers of other manufacture.
Using a 6-ft. blade on their .30 h. p. moto". they
claim a thrust of 220 pounds at 1,100 revolutions,
and with an .8-ft. blade and tlieir 60^ h. p. motor
a thrust of from 380 to MOO pounds at 1.200
revolutions.

Tliey are also prepared to furnish radiators of
light weight, but with liberal cooling surface, in
two types, a .'?() h. p. weigliing 14 pounds and a
00 h. p. weigh in ■^ ."JO pounds.

The Detroit Rotary Motcr.

Till' .Michigan Airshiji Co. has been formed in
Detroit. Mich., to make and distribute a new ro-
tary en'rine. called the ■■Rotaero.'" It is claimed
b.v the makers that in tliis motor many of the aims
of the engine designer, great jjower with little
weight, long life, simplicity, accessibility, freedom
from repairs, etc.. have been accomplished.

I1ESCRIPTIO.V BY FREDERICK WEIXBrui:.

The engine is a 1-cylinder in jirinciple, which

has been divided into two i)erfectly l)alauced units,
and the different working phases of the cycle, as
charging, compressing, e>iilosion and expansion,
occur in both units exactly at the same time but
in opjiosite directions. This relieves the center of
the engine from any bending strain under normal
conditions.

Adverse criticisms have been made against the
multiple type of rotary engine for the simple
reason that it requires a man of thorough technical
knowledge to locate ignition troubles. In the
revolving 1-cylinder t.vpe the difflcultv of locating
the ignition troubles of the multiple cylinder ro-
tary tyiie is being eliminated, as both sparks must
occur simultaneously in the same place, which is
not the case in a multiple cylinder type of engine.

This engine has been designed in accordance
with the 2-cycle principle, because a 2-cycle en-
gine gives more power for a given weight than
the 4-cycle, and eliminates in the jiresent design
the intake valves entirely, and simplifies the elec-
trical or mechanical timing arrangement to a great
extent.

In the present design the .so-called, "straight-
line" clearance has been introduced which is even
of a greater volumetric efficiency than the 4-cycle
principle, inasmuch as there is 'no non-scavenging
space above the piston in which the burnt gases
can possibly remain, which is often the case in
the imperfectly designed valveless 2-cycle engines.
The new^ charare, by aid of the crank case com-
pression, fills the cylinder through the by-pass on
the very lowest point and leaves through the
head valves after the exnansion stroke, and inas-
much as carburetor intake and exhaust ports are
located in a radial direction to each other, the
centrifugal force jilays a very prominent role in
the process of charging and discharsing, helping
to throw the charge into the crank case, transfer-
ring the same from there into the cylinder and
after the expansion stroke into the air.

The engine may be mounted hanging from one
ben ring like the French (Jnonie motor, or it can

1 tV U7i^

S—9'^ A,.,,-.^

-.,/e .6,.,.^, ■

.,/ /-.> f^iw ^.

Detroit "Rotaero" Motor
101

AERONAUTICS

September, igio

preferably be located between two bearings while
the propeller swings outside the front bearing.

The pistons describe a true circle around the
wrist pins and form, during a lialf revolution of
the engine, a vacuum in the cranio case, drawing
the g-as and oil mixture through the hollow crank
shaft and a mechanically operated poppet valve
into the crank case wliere it is compressed during
the next half revolution, then entering the cylin-
ders by means of the l)y-pass, filling same. A
short time before the head of the piston clears
the by-pass, the exhaust valve is opened mechani-
cally and the burned gas rushes out, driven by
its "own pressure, mostly before the piston head
reaches the bv-pass opening- and as the exhaust
valve is still open at this moment, the new charge
entering the piston gets a chance to assist in
driving the remainder of the burnt gas out.

Touching on the constructional side of this
new aeronautical power plant, the different parts
of the en<4in(^ are machined to fit within one-
thousandth of an inch, and are made on the in-
terchangealile plan through the use of precision
instruments and fixtures. The crank case is made
of aluminum, and is cast in one piece. Cylinders
are made from cast iron machined all over. The
pistons from the same grade of cast iron and
contains three rings, of which two are above
and one below the wristpin. The crank shaft is
double throw, and bored out to reduce weight and
to admit the gas(>s. The exhaust valve is located

aid of all scientific means, and the results of
these tests will be published in a subsequent
issue.

Church Aeroplane Co. Busy.

The Church Aeroplane Co. has completed a
Bleriot, cross-cliannel type, for Cohan & Harris,
theatrical managers, to be used this fall in the
new play, called the "Aviator."

A biplane is also building for Kramer, the
former l)icycle champion.

The World has bought an exact model of the
Curtiss .\lbany-Xew York flyer, built to scale 2 in.
to the foot, and all details are carried out very
minutely. Seven of the principal type models have
been shipped to Revere Beach. These were built
to order for the Suffolk Amusement Co., and are
on exhibition in connection with a daily balloon
ascension.

The Church company recently moved to new
(juarters. ^2?> Smith St.. Brooklyn, where there is
room enough to build four macliincs at once.

Rinek Engines Two a Month.
The Rinek Aero Manufacturing Company have
now secured the services of a first-class mechan-
ical engineer. Mr. William Francis, and ar(> now
in a position to turn out two engines a month.
Mr. Francis succeeds .T. E. Smith, wlm is no
longer in their employ.

Detroit Rotary Motor

in tlie head of the cylinder and is made from
(he same grade of ca.st iron as the latter and is
of sufficient area to empty the cylinder in mini-
mum time. The magneto is driven positively at
crank shaft speed which insures an easy starting
of the engine direct, without the aid of battery
ignition. The engine is hold together by means
of two tension bars terminating at each end in a
valve cage retainer in which the valve is seated
and held to the cylinder and with the same is
held to the cranlv case. It is natural that the
cvlinder valves, etc.. exert an enormous pressure
through the action of the centrifugal force, and
Ivce]) the valves seated tight. Consequently in this
way the cylinder is in compression instead of in-
tention and as the tension bars are of sufficient
size to take care of the pressure at a high speed
with an ample factor of safety, there is no danger
whatever for the jjarts to become loose or to be
thrown off. American-made annular ball bearings
have been used as main bearings. The connecting
rod bearings are made from best white brass.
The lubrication system employed is the spraying-
system by which "the nil is drawn into the crank
case in form of a flne spray, oiling in this way
all internal working parts. The testing experi-
ments of tliis (>ngine have not been completed, at
the time of going to press. However, arrange
ments have been made with one of the foremost
universities to have this engine tested with the

New Books.

Modclcs d'Acroplanes is the title ol a recent
l)()ok on model building. It is well illus-
trated, with drawings of models, power plants,
etc., and there are listed small propellers of
various sizes, gasoline motors and rubber-band
plants.

Price, 2 francs, from Librairie de VAxna
tioii lUusircc, 5, due Coetlogon. Paris (Vie),
France.

F.iicyclopedic Acronautique, by L. Ventou-
Duclaux. (Pul)lished by F. Louis Vivien, 20
rue Saulnier, Paris. Price, i franc 75.) An
8vo brochure containing 300 aeronautical items
and terms with definitions and comments. The
various machines are concisely described and
illustrated and the book is practically an ex-
tension of tJK' author's popular "1' Aviation
Fxpliquee."

102

AERONAUTICS September, iqio

BALDWIN'S
Vulcanized Proof Material

WINS

LAHM BALLOON CUP— 697 Miles

Forbes and Fleischman, Balloon "New York"

BEST DURATION INDIANAPOLIS BALLOON RACE—

35 Hrs., 12 Mins. Forbes and Harmon, Balloon "New York"

U. S. BALLOON DURATION RECORD— 48 Hrs., 26 Mins.

Harmon and Post, Balloon "New York," St. Louis Centennial

U. S. BALLOON ALTITUDE RECORD— 24,200 Ft.

Harmon and Post, Balloon "New York," St. Louis Centennial

GORDON BENNETT AVIATION PRIZE
30-KILOM. AEROPLANE SPEED PRIZE
GRAND PRIZE OF BRESCIA FOR AEROPLANES
QUICK STARTING EVENT AT BRESCIA
2nd. 10-KILOM. AEROPLANE SPEED PRIZE
2nd, BRESCIA HEIGHT PRIZE— Glenn H. Curtiss

BALDWIN'S VULCANIZED PROOF MATERIAL

Used in the U. S. Gov. Dirigible and Spherical Balloons

WILL last from five to six times as long as a varnished balloon. The weight
is always the same, as it does not require further treatment. Heat and cold
have no effect on it, and ascensions can be made as well at zero weather as in
tlie summer time. The chemical action of oxygen has not the same detrimental
effect on it as it has on a varnished material. Silk double-walled VULCANIZED
PROOF MATERIAL has ten times the strength of varnished material. A man
can take care of his PROOF balloon, as it requires little or no care, and is NOT subject
to spontaneous combustion. Breaking strain 100 lbs. ])er inch widtli. Very elastic.
Any weight, width, or color. Will not crack. Waterjjroof. No talcum powder. No
revarnishing. The coming balloon material, and which through its superior qualities,
and being an absolute gas holder is bound to take the |)]ace of varnished material.-
Tiie man that wants to have the up-to-date balloon, must use VULCANIZED PROOF
MATERIAL. Specified by the U. S. SIGNAL CORPS.

AEROPLANE MATERIAL A SPECIALTY

Prices and samples on application

Captain Thomas S. Baldwin

Box 78, Madison Square
NEW YORK

hi aiiszvcriiig adrcr!isciiiciils piciisr incnt'uni this iiniiiaciite.

AERONAUTICS

September, igio

AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR

of America

Representing
the

Rubber

Fabrics

for

Balloons,

Aeroplanes

and

Airships

CONTINENTAL RUBBER COMPANY

of HANOVER, GERMANY

MAKERS OF THE FINEST AND STRONGEST BALLOON AND AEROPLANE MATERIAL IN THE WORLD

Passenger

Aeroplanes

and

Flying

Models

W. Morrell Sage

Engineer

Models Developed

One to Fifty Passengers

Contractor to the United States Government

AND

Ninety-five per cent, of tiie Clubs in this country

Also Representing the Santos Dumont Aeroplane
American Representative The \A/ilCOX Propeller

Carton & Lachambre

Balloon and Airship Builders
of Paris, France

Address : Box 181

Madison Square

N. Y.

In anszvering advertisements please mention this magazine.

AERONAUTICS

September, igio

Trade Opportunities in Mexico.

AKKDXAL'TICS" representative in Mexico, Mr.
Edward L. Kamsey, Box No. 13o, Veracruz, V. C,
Mexico, advi.ses tliat lie receives inquiries almost
daily from; parties in different parts of the Re-
public, for information as to where aeronautical
supplies of all kinds can be obtained, and states
that if the manufacturers and dealers will send
him catalogues and descriptive matter of en-
ines or samples, of supplies, etc., he will be
pleased to forward same to parties making in-
quiry.

Independent aviators or exhibition companies
would do well to address Sr. Don Guillermo de
Landa y Escandou, Governor of the Federal Dis-
trict, at Mexico, D. F., Mexico, who is also the
President of the National Centennial Committee,
with the idea of securing engagements for the
.Vviation Meet which is being contemplated and
which will be held in conjunction with the Cen-
tennial Celebration in the City of Mexico during
the month of September.

Barberton Aviation Co.

The Barberton Aviation Co., Barberton, O., is
)ffering a modified Curtiss type machine for general
;ale, equipped with an Elbridge engine. 40i-6(l h. p.
The spread is 37 ft., by 6% ft. fore and aft the
nain planes. The weight complete is about 800
)ounds. The equipment includes Bosch magneto
ind El .Vrco radiator.

Rubel Company Aero Catalogue.

A most pretentious catalogue having a full line
)f aero motors and supplies, aeroplanes, etc., is
hat just gotten out by R. O. Rubel, Jr. & Co.,
)f Louisville. Ky. Nearly everything in the aero-
lautical line is listed.

Many Engines Sold.

Many sales have been made the past month
ly engine makers all over the country. The
lall-Scott motor, a new one on the Coast, has
ilready done a promising business. And in this
ssue will be found some other new motors on
he market. The Rinek Aero Manufacturing Co.,
n Easton, the Harriman and other companies
eport demands up to the limit of output. Among
)urchasers of Elbridge engines are .lohn E. Clark
if San Francisco, who is building two biplanes ;
>amuel Barton, 1008 Herkimer St., Brooklyn, N.
.'.. a 20 h. p.. '1 cvlinder, for a monoplane : John
;eyler. Union Hill. N. J., a 40-60 ; Glenn Ethridge.
Vestburv. L. I.. 40-60', for a Curtiss type biplane ;
I. C. Cook, 128 West 125th St., New York, who
las a 40-60 for his Curtiss type ; George Schmitt,
{utland, Vt., a 40-60, for a Curtiss type being
lUilt by Wittemann Brothers.

Nicaraguan to Buy Aeroplanes.

Dr. J. J. de Praslin of Nicaragua has been vis-
ting various aeroplane exhibitions in this country
ind is now in St. Louis. He became interested
here in the Curzon machines, and states that he
nay possibly buy 12 and remain long enough to
lecome proficient in operation, so as to teach
iviators in his own country.

The Curzon manufacturing plant and training
chool has removed from Chicago to Washington
'ark. East St. Louis, 111., where perfectly level
rrounds are to be had, two miles long by one
Qile wide, with plenty of surrounding country
ree of obstructions. .V course five miles in length
an be flown over.

Chas. C. Bradley, of Pacific Aero Club, has
lad some interesting results with his large pro-
)eller. This laminated propeller is 8 ft. in diam-
■ter, with an 8 ft. 3 in. pitch ; blade at widest
)art is 24 in. Turned at about 400 r. p. m. by
I 20 horse power 4-cylinder, water cooled motor,
!% X 3% bore and stroke, the propellor going

to 2 of motor, a thrust of 230 pounds was
pcorded on scale. This propeller is of very neat
workmanship and was made by Mr. Bradley per-
onally.

Incorporations.

National Manufacturing iV Aerial Exhibition Co.;
apital .^50,000. Incorporators. Eric R. Mackay, James

L. Davis, both of Chicago: 111.; C. \V. Dorsey Jr Wil-
mington, Del.

_ Detroit Aeroplane Co., Detroit, Mich., $20,000.
r^y,l Weinburg, Fred Weinburg, Ray Wilcox,
VVilham Anderson, Alfred Brawn.
..o'^i*^*^. Latendorf Aerial Navigation Co., 34 East
-8th St., Bayonne. The authorized capital is S50,-
000, divided into 1,000 snares of $50 each. The
incorporators are Lowell B. M. Hoig, of Orange •
G. Edward Menzel, of Maplewood, and Howard
VV. Forsyth, of Mount Veinon, N. Y.

Chicago Aeronautical Exhibition Co., 2,500 ;
exhibiting airships, aeroplanes, balloons, etc'
Charles E. Bartley, Robert T. Laughlin, James
E. tiilles.

The Aeronautical Society, New York ; promote
aeronautics; capital, $10,000. Incorporators
Thomas A. Hill, Lee DeForest, Hugo C. Gibson
all of New York City.

Stella Aeroplane Co., New York City ; manu-
tacture anJd construct airships heavier than air;
capital $50,000. Incorporators, Paul de Kildu-
chevsky, aio East loth St. ; David Edelstein, 1605
Prospect Ave. ; Isidor Wolfberg, 841 Fox St., all
of New York City.

American Aeronautical Association, membership
corporation, June 22, 1010. To form organiza-
tion of representatives of lawfully organized aero
bodies, organize other bodies, issue pilot licenses
and generally supervise and regulate aeronautic
I'ndeavor, hold meets and contests, maintain club
house, develop science of aeronautics, establish
aviation schools, encourage helpful legislation, co-
operate with manufacturers of aerial products on
tue continents of North and South America and
adjacent islands. Directors named to serve until
tirst annual meeting; Joseph T. Adams (New
York J, Martin Bloomer tWestlield, N. J.j, William
Borchers (Brooklyn;, A. Franklin Callahan (Chi- |
cago), James K. Duffy (New Yorkj, Mayer C.
Goldman (New York), Clifford B. Harmon (New
lorkj, Joseph D. Havens ( Kau.sas City), George
Michael Haas (New Yorkj, James A. Hughes
tBaltimore), Jerome H. Joyce (Baltimore^, James
B. Mee (New York), George A. Morrison (Cran-
ford, N. J.), George M. Myers (Kansas City),
Frank J. Palmer (Fanwood, N. J.), James E.
Plew (Chicago), Augustus Post (New York), Jo-
seph Snyder (New York), William B. Strang
(Kansas City), Albert F. Zahm (Washingtonj.

Pelletier Aeroplane Co., $25,000, New Y'ork City.
Manufacture of aeroplanes, motors, engines, etc.
Incorporators are II. E. Pelletier, E. J. Pierce and
N. R. Green, New York City.

Burgess Company & Curtis, Marblehead, Mass.
For the manufacture and sale of aeroplanes ; capi-
tal of $80,000. Incorporators : President, W.
Starling Burgess, Marblehead ; treasurer, Greely S.
Curtis, Rye, N. Y. ; clerk, John Noble.

The Gallaudet Engineering Co., Norwich, Conn. ;
$100,000'. Incorporators : E. F. Gallaudet, Denison
Gallaudet and Grosvenor Ely, all of Norwich.

The Walden Manufacturing Co., New York City.
To manufacture and deal in aeronautic devices.
$10,000. Incorporators ; Henry W. Walden, 37
St. Mark's Place ; Abraham Levin, 10i20 Simpson
St. ; Jacob Glass, 67 Second Ave., all of New York
City.

America Exhibition Co., Atlantic City. For the
holding of meets and the exhibition and flying of
all types of air craft ; $10,000. Incorporators ;
Charles B. White, A. T. Bell, J. Haines Lippin-
cott, Harry B. Cook, D. S. White and Jacob
Weikel, all of Atlantic City.

Aero & Motor Club of Asbury Park, $25,000;
incorporators, Geo. W. I'ittinger, A. R. Parsons,
J. G. Wai-ner, J. M. Ralston. H. E. Denegar, H. G.
Rockefeller, C. A. Atkins, Milan Ross, J. L. Kin-
mouth, W. A. Berry, J. M. Ralston. C. R. Zacharias,
Margaret II. Frost.

The William T. Thomas l)iplaue has been mak-
ing many good short flights at Hornell, N. Y. A
full description of this machine appeared in a
recent issue of Aeronautics.

lOJ

AERONAUTICS September, ron

SUBSCRIBERS EXCHANGE AND FORUIV

THE MOTT "ROTAPLAXJO.

To the Editor of Akronautics :

Tlie accompanying illustration is an n.uplitica-
(ion of the air runner or Uotaplane set forth by
llie writer in the l:>vi(ii1Uii- Ai/(Ciiciiii tiui)i)lcin<uil
of Oct. 25, 1902. In that article will be found,
I think for the first time in print, the recently
much-used word aviator, to designate the oper-
ator of a heavier-than-air flying machine. The
general subject of ortliogonal flight was illus
Hated and discussed by tlie writer in the above
l)ublications of Aug. 11. 1894; Jan. 30, 190i4. and
the Klectriciil World of June 20, 1896.

As a replica or close copy of tlie device here-
with illustrated is now under construction, it is
thought a brii'f stati'oieur of the characteristics
we will doubtless establish may be of interest to
readers of the fast developing aerial art, and they
are certainly more numerous than when the ar-
ticles referred to were published. This device is
especially designed for warships and kindred pur
poses. For the army, for explorations or for pre-
liminary surveys, etc., it may be dismantled for
compact transport. Tlie design for' general com-
mercial usage weighs less and ajjpears somewhat
different in aspect, as the aviators are seated ard
other expedients availed of for maneuvering, whicli
will be described later. It may be flown from any
l)lace without a runway or other .starting arrange-
111(11 Is. and will alight at any unobstructed point
where there is space for it to stand upon. II is
intended for use as a ship's adjunct and flown
from its deck. It may be flown from land ; it
may be flown from water. It will rest upon a
sea of considerable roughness, when i^roperly
equipped therefor, and will rise therefrom with
greater efficiency (less power) than from the land,
because of lessened weight, due to parfial sub-
mergence, and greater facility, because of the ab-
sence of drag due to vertical tilt as distingMished
from forced translation through water and the
consequent skin frictional resistance of any sucli
attempts with monoplanes, biplanes or triijlanes.

The modus operandi of the translation and di-
rection of this machine is, curiously enough, the
same physical principle that lends itself to Ihi-
locomotion of land animals in- walking or run-
ning—viz., the center of gravity displacement.
That is to say, when in suspension the center of
gravity of the machine is determined bv the posi-
tion of the load relative to the axlS; and the load
is the operators, who are free to move together or
separately about and around the axis or support-
ing pedestal of the machine. (Jbviously, then, (ho
raacliine is caieened and the cant or tilt of die
axis to the points of the compass determines the
direction of translation through the air, and it
takes little cant to make liigh speed. It is easily
shown that gyroscopic action will not interfere
appreciably in the operation of handling this
machine. The action of the gyroscope is oniy
apparent when it is subjected to quU'lc movements,
or sudden precession, from its plane of revolution.
The heavy wheel? of a vehicle rounding a street
corner, or the driving wheels of ■x loGomotivo
rounding a cu've, have a decided gyroscopic Vend-
ettey : but we kijo.v it is negligible, duj principaiJy
to comparative moderate rotative speed and the
Oiadual changing of their planes of revolution.

Instead of so-called automatic stability, it is
apparent that this machine has inherent stability
like a boat ; and this can be made adjustable liy
telescopic arrangement. Quite the same as a boat
can l)e made variably stable l)y the weight and
|H)sition of the load relative to the water line
or plane of buoyancy. Hence th(> long training to
acquire specialized skill is not necessary. The
mental and ordinary requirements of a competent
auto driver would be all-sufticient Wind resist-
ance is minimized Ity compactness, which, combined
with weight, insures precision of movement when
in the air. With proper equii)ment its shop cost
would lie moderate.

I have shown how the machine is directed by
the center of gravity displacement. Other maneuv-
ers, such as jockeying to attain altitude, are
effected the same as we meet the up and down
grades with niir automobiles and other vehicles by

increasing or decreasing the motive power. H
utilizing the two expedients described, every met
tionable evolution can be made in the air, fro
a stand-still or stationary suspension — even spii
ning around like a top in either direction in su
pension — to a straight, curved or spiral path i

or ('i)wn ai any angle to the iKiri/.ou — or vc
tically — without the imiiedimeuta of tail, win
rudder, aileron or complicated mechanism, or tl
addition of a pound weight.

"The real future of flying, or rather the pra
tical solution of the problem of the air." M
Chanute thinks, "will come with the explosi(
motor turned into a 'sustention' engine.'' follow
ing a statement that he does not foresee mu(
utility for aviation carried on along the preset
lines. Doubtless the heart and key to all typi
of flying apparatus lie in the motive power, an
all types of engine will needs lie adapted to tl
different types of machines, of which at the pre
ent time there are only two in evidence of tl
heavier-than-air sort. ]ioul)tless also the greate.
rteld for broadening and perfecting the aerial a
is for the theorists to get busy and evolve a r
liable fundamental power principle, or constnictioi
involving no reciprocating parts like the electr
motor, for instance, which, unfortunately, is not
prime mover. Then we will begin to see dayligh
I know of at least two of some promise. Barrin
this desideratum, we must do the best we can wit
existing systems.

The original arrangement of the two-cycle ei
gine shown in the publication first referred to, c
radially arranged revolving cylinders incorporate
at the hub. has been introdticed substantially o
the same lines by the American Adams-I'arwe
and the Frencli (inome companies for aeronautic
work. Tliese rotatory engines have features c
air-coolin.g and liglitness which are very stron
factors and are likely to be controlling for soni ;
tyi)es of flying machines. In, the illustration heri
with 1 have eight two-cycle cylinders groupe
aniuiid and parallel to the axis. The eight cy ;
inders act as a unit, of course, through tin' trait.-
mission. This makes a good arrangement in som ,
resjiects. but. for certain mechanical reasons, tit
prime mover of the machine under construction i
arranged as three twin-cylinders acting as a uni
through a reverse motion differential speed tran?
mission of nickel-stei>l spur and internal geai>
Th(> maximum power developed is 90 horse; tli
normal power is 75 horse for the three engines-
i. e., six cylinders of 12% horsepower each. Th i
engine has special features for clearing the cyl|
inder and purifying the mixture for perfect coiii I
bustion. Ir weighs about 202 pounds, or 2.' \
pounds to the horsepower. I have aimed in tb j
jiresent construction to make a full-sized machini'[
which can be considerably modified without rooori
struction for experimental data of which there i'
practically none extant. With that end in view

104

RONAUTICS

Scl^tciiihcr. iQio

M.MACEE&SON

TENTS TO RENT
ALL SIZES IN STOCK

5^2S^WKI^TENTS, FLAGS, AWNINGS

^^/Xi^ -'-•-""- 147 FULTON ST.. N. Y.

Tel.. 5635 Cor-t.

EROPLANE WHEELS

n Ci^rpc built to order on extremely short
11 01ZCt> notice. CWe do experimental
rk of all kinds. CWe are specialists in light,
ular, frame construction work :: :: ::

[E TIGER CYCLE WORKS CO.

Eighth Avenue - Phone, Bryant, 1268 - New York

lROplane wire wheels

20" X 2" Curtiss Type in Stock-WEIGHT 7 LBS.
Monoplane Tail Wheel, 16" x I '2"-Weight 3 lbs.

.rman Type Axles 5/[th°swk Absorbers

4° Wire-Spoked Steering Wheels - - Turn-Buckles

\. WEAVER, Jr., 956 8th Ave., N. Y.

B. REPAIR CO., Inc.

EXPERTS ON GASOLINE MOTORS
REMODELING and OVERHAULING
MOTORS, MAKING SPECIAL PARTS
FOR EXPERIMENTAL WORK ON

R, LAND t^ WATER VEHICLES

5 W. 37th St., N. Y. Tel. 6349 Col.

GH- CLASS MACHINE WORK
R AERONAUTICAL PURPOSES

We Accomplish Results where Others Fail
Tsen Lubricators have proven to be the most reliable

Pedersen Manufacturing Company

(^Established 1884. incorporated 1906)
;-644 FIRST AVENUE NEW YORK

eaver-Ebling Automobile
Company

"WECO" OILS AND GREASES

All Aeronautic Supplies
Broadway at 79th St., - - - New York

ito & Aeronautic Supply Go.

C Aeronautic Supplies of Every

Description in Slock
C Wood Cut as per Specifications

00 Broadway (73rd St.,) new York

'PHONE, 6948 COLUMBUS

BET a

fERSEY
SKEETER

Aeroplane

Skeeter has a new propeller; You ought to see it
t goes like a streak. The Jersey Skeeter Aeroplane
ins. long, weighs 1-6 ounce, flies 30 feet. Sent
aid ir> cents.

jln Square Novelty Works, 1939 Broadway, N. Y.

AEROPLANE MATERIALS

Spruce Lumber — Aeronautical Cloth-
Turnbuckles — Piano Wire, Etc.

CATALOGUE FREE

J. W. Roshon :: Harrisburg, Pa.

Health Food

New York
Chocolates

Chocolate

Most Suitable for Aeronauts or those

requiring a Non-Bulky Sustaining Food

Office. 150-154 CHAMBERS STREET, NEW YORK

Roebling Aviator Cord

Made of the highest strength
wire drawn from special steel

The strongest and lightest cord procurable
JOHN A. ROEBLING 'S SONS CO., - Trenton, N. J.

FOR ANYTHING IN AERONAUTICS

which you may desire from France, write to

Ladis Lewkowicz, Ervauville, Loiret, France

and prompt attention will be given your inquiry.

Specialty of securing reliable and successful motors. Any styles of
aeroplanes. Quickest delivery and lowest figures. Manufacturers'
guarantee. Full information can be obtained from my lawyer and
resident representative. Eugene I. Gottlieb, Esq., 140 Nassau
Street, New York City.

PROPELLERS

C SPECIALLY MADE

For Model and Full Sized
Aeroplanes.
^ Prices on Application

L. G. DUQUET ''^^J^tf

Specially Selected for Aeroplanes

ALL SIZES IN STOCK
J. DELTOUR, inc., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

White Aeroplane Co.

^1= 15 Myrtle Ave., Brooklyn, N. Y. ==

FLYING MODELS. EXHIBITION MODELS.
MINIATURE AEROPLANE WHEELS,
ENGINES. PROPELLERS AND SUPPLIES.

Excellent facilities for experimental and model work
CATALOGUE FOR STAMP

TENTS

OF EVERY DESCRIPTION MADE ON SHORT NOTICE
ARTHUR F. SMITH, 93 JOHN ST., NEW YORK CITY

AERONAUTICS

September, /p/j

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NAVIGATION

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BOOK MAILED FREE TO ANY ADDRESS

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I HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES

PATENTS

Competent Patent Work Pays in the End.

You get it here at Minimum Cost.

Also Working Drawings and Reliable Data

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170 BROADWAY, NEW YORK CITY

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JUL .iT'-nillli. A JlmnnulfJlL ID ~lr
AERONAUTICS A SPECIALTY

C Improvements in Aerostructures should be protected without delay. Tliousands arf
cxperimentiiiir, and your discoveries may be made and patented by others. A seeniingl
iiniinportant point to-day. may control tlie Aeroplane and Dirigible in the future astheSelde
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WOODWARD &CHANDLEE iTSTT^stT^^tTwashTngt^^DTc

In answering advertisements please mention this inoi^acine.

AERONAUTICS

September, ipio

the diameter over all may be varied from 12 to IT
ft. It is believed, however, that with hish power
and efficient screw action diameters of around IL'
ft. will be sufficient for the practical working of
Uotaplanes of medium-load capacity.

The illustration .■-■hows superimposed screw-
blades supported by a tubular double-rim tangent
wire-spoke wheel. This (rotary) biplane arrange-
incut has not been tested out by the writer, but
I lie machine under construction vv^ill determine the
advantage or otherwise of this feature. The gaso-
line and lubricant are contained in the 1/32-in.
sheet-steel pedestal. The cavbm-etor hns been
changed from near the base to near the engine,
so it will not be interfered with when alighting
on the water. The total weight of the machine for
two persons is about 400 pounds.

The word aeroplane, or monoplane, or biplane,
(ir triplane, applied to the respective examples of
present-day flyers, is a misnomer, because the sup-
porting surfaces of all machines up to the lU'esent
rime have l)een aerocurves exclusively — something
(juite different. In view, however, of the hold
these words seem to have on the popular imagina-
tion. I will venture to name the type of the
machine illustrated herewith a rotary aeroplane or
Rotaplane.

S. D. MOTT.

rassaic, X. J., July 30, 1910.

UAH 'plane WANTS JIOTOR.

W. .T. Diefenbach has finished a 4.")-ft. Curtiss
typ(^ biplane and needs a motor. He is willing to
part with an interest in his machine and requests
aid lo tliis exfent. Letters will reach him care of
llir Ac'r(in;iulical Society, Mineola, N. Y.

.7. r. IT.ESS HAS FLICXIBLE AILEUOX.

.lohn C. Press, 100 Burritt Ave., South Nor-
walk. Conn., suggests a device for the maintaining
of lateral eriuilibrlum by means of flexible ailerons
as shown in the sketch. These are fixed at an
ujiward angle. To get increased lift on one side
cf thr mncliine, the designer curves the aileron

_^^

....^

I}0^£^^S So-'^^-^CE.

^.^

-^_^

,''

"~^

**•?-'-

^„^

■^"^

^^S^

_l:^

^^^^^

Front View

down (n that side and curves it up on the other,
lie claims that no turning movement will be
caused by this device.

A LETTER FKUM SOUTH AFRICA.

.Toe W. Naude, Graaff Reinet, Cape Colony, is
industriously working out some novel features in
flying machines, not to mention an aeroplane that
uses a small motor for starting only and a heli-
copter tombined with a bi])lane glider. The nov-
ellies cover lateral automatic stability, aero lirake,
means f(u- changing angle of incidence main planes
(luring flight, shock-alisoi-bing device and mono-
wheel and skid combination, reversilile |)ropeller,
vertical and horizontal rudders liotli lure and aft.
cooling device for air-cooled motors in tropicnl
climates, universal control, emergency second con-
trol, warmer for gas and oil in cold climates
<Tnd at high elevations, fluting of under planes to
])revent skidding.

wrk;ht and fuirnss loijrii.ir.Kir m ch.ni'kol.

Item- Sirs: —

I would like to give my idea of llu' dillerence
between the Wright and fhe Curtiss e(|Mlil)i-iuni
control.

When th(> Wright machine tips lo one side, the
low side is warped so as to increase its angle of
incidence. In other words, the lift of the low
side is increased and that of the high side de-

decreased. The low side, having the greater angle
of incidence, has more drift ; this would make the
machine travel in a circle with the low side to-
ward the center, this tendency is overcome by
manipulating the rudders.

The ailerons in the Curtiss machine are an-
alogous to elevator rudders. Then when this ma-
chine tips to one side, the low side is steered up
and the high side is steered down by manipulating
the ailerons or wing tips. In a Curtiss machine
flying there is no very noticeable movement in
these ailerons, which goes to show that they move
through very small angles. Since these surfaces
are flat their drift at small angles is very slight,
so that any diffi i-'nce of resistance ( li there is
any) at the wing tips is so slight as to be imma-
terial, therefore the machine does not deviate from
its course.

E. S. Locke,

1519 Oxford St., Berkeley, Cal.

HAS NEW STABILITY DEVICE.

To the Editor:^

There has been so much talk of late re-
garding the Wright patent and the danger of
their monopolizing and hindering the advance-
ment of the art that I take this opportunity of
showing a few different improvements designed
to be used on any make or style of aeroplane and
render flying safer and soaring more possible.

My O'b.jective point has always been an in-
stantaneous control under all circumstances and
conditions, all possible accidents considered and
])rovided for. in my imiiroved auxiliary plane
system, I Ihink I have accomplished all this and
more.

Pig. T is a plan view of a machine with im-
orovcd horizontal or elevating rudders, with which
it is possible to steer up or down and to right
or left and balance the machine simultaneously
with one lever. The dotted line C. on main plane
.V, shows end of ribs and beginning of extremely
flexible portion as shown in Fig. VI. .\ is rib: B is
beam: C. rear end of rib : D. flexible portion of
rib which in itself is an eoualizer of pressure
but may lie warped down c>n tbr> low side of ma-
chine eitlun- manually or nutomatically.

l'"ig. \ shows two vertically disqio.sed screens
operatinff transversely of the machine, designed
as an em-^rgency or auxiliary lateral steering gear
with which vertical cells or jjartitions must be
used to prevent side drift as in A'oisin type or
may be used to stop machine when both are
pulled out simultaneously. In construction they
are simple and are practically the same as the
ordinar.v roller curtain or window shade without
rachets. The drawing represents a front view of
both ends of machine: A. main jilanes : B, ad.iust-
able screens ; C. cords : I), wire in front of which
the screens operate, thereby allowing the action of
the springs on screen, which would be prevented
liy the pressure otherwise : the idea being to
l)resent a desired amount of surface on the side
corresnonding to the dir(>ctlon (I. e. rieht or left)
in whi'-h the machine Is to be steered, retarding
one side of machine and permitting the other side
The longitudinal action front and rear is simul-
taneous. There is no transverse nction of rear
rudders except for emergencies. The advanta'.'es
to revolve around to any position desired, might
also be used to restore enuillbriuni to a certain
extent liy presenting surface on fhe high side of
ninchin(\

Fiff. II is ,n sectiou^il view of improved liori-
zontal or elevating rudder, dotted lines showin-r
their Idin/il iidhial nction by means of which the
eouilibrinm is maintained or instnntlv restored by
tilting all auxiliary jilanes opiiosHe the inclination
of main planes: i. e.. if the ri'iht side of main
planes are low. tilt the auviliary iil;iu<'s opposite so
thiit fhe riiiht sides of all auxilinry planes front
and rear are high (Fig. IT). 1*. T^ are adjustable
balls between which auxiliary planes operat(> :
I) is 11 uulde passing through central support and
preventing uhines from getting out of their iji-on"^'-
positions, is hinged on both sides of planes t^i
allow transverse action : F. hinges.

I'Msr. TV is a side sectional view of rudder
showing the transverse action common to nil
i>I(M-;i Mu';' ruilders now in use.

105

AERONAUTICS

Scpteuihcr, ipio

J.WFuhr7na77Ti

l77ve7iTor ^^

P^rrra Per^drng Chicago

Pii^'. Ill shows a rear view of front rudders
when operator is steering- up and to the left,
shows result of conibininii the longitudinal action
Fig. II, B, and the transverse action Pig. IV. B.
of this steering s.vstem are niany. some of which
are that it automatieall.v lianks machine and pre-
vents side drift, the jirinciple is identical to a
bird's ; it is safer and more practical ; is more
convenient, gives greater pressure 'and lifting
power both on auxiliary planes and on main
planes;; makes soaring more safe and depend-
able.; does not require any vertical sui'face or
rear vertical rudder : it is a one lever control,
gives instantaneous l)alance. is not lialile to break
or get out of order, is simple and cheap and is
not an infringement on any body.

The extremely flexible portion on rear of all
planes is designed to copy as close as is ])ossible

tlie feather, whieli has a rigid stem with very
flexible edges which lii'ud up under pressure as
in Pig. VI D, dotted lines showing various possi-
ble results of pr(^ssure, A slight propelling force
would be derived from position K.

Fig. !• G vertical rudder post, if one is used.
1'" is the various parts of framework wliich must
necessarily be alrered to suit different types of ma-
chines : D. propellers: E, main lateral l)eam ; H,
central suiiport on which rudders operate.

I will appreeiale all criticism and ojiinion of
those interested. [ will gladly answer any (lues-
tions and supply all further information at my
command.

.T. W. PuiinM.vxx,

■2S21 I>aytou St., Chicago. 111.

The monoplane of P. F. Gillette is nearing
completion. This machine is, in the main, a
"Bleriof" type, but is considerably larger and has
a number of modifications. The spread is S-t by "in
ft. fore and aft, wings are detachable with "Far-
man" type ailerons on ends. A triangular body
supports at the rear "■.Vutoinette" type rudders,
and carries also horizontal and vertical fins : two
masts in center will support planes, which are
6 ft. G in. in depth. The ribs are of built-up
construction and have the iisual monoplane high
camber; they will be double covered liy Naiad
cloth. Wheels 26 x -IVz. Total surface, 208
sq. ft. Weight of machine without motor, 275
pounds; weight of entire machine without oper-
ator, 600 iiounds. 'IMiis allows :)2'> pounds for

the c
motor

)mplel(
will I

power plant,
used. Body

A 50 horse power
will be all covered.

Tod ("Slim") Shriver, for many years Captain
r>aldwin's right liand man, and selected by Curtiss
when he was aliroad last year, with II. J. Dietz.
th(> lamp manufacturer, has organized the Hemp-
stead Aeroplane Co.. of IMill Road, Hempstead.
Ij. I. Macliines will be Iniilt for gimcu-al sale as
well as for exhibitions. 'I'lie Kirkliam (■(-cylinder
en.gine will be used.

The Hendee Mfg. Co., Springfield. Mass.. makers
of Indian motorcycles, are working on aeroplane
engines of a very light wei.ght, waterproof tight,
of 4 and S cylinder. 25 and 50' h. p., respectively.
'I'he S-cyliud(U- type is of the "V" shape.

106

ERONAUTICS September, 19 lO

AMERICA'S GREATEST AERO SHOW |

"The Three-States Aero Show" t

Philadelphia, October 22— November 5, 1910, inclusive

Held by the Aero Club of Pennsylvania

— 5

THE SHOW THAT WILL %

SELL YOUR GOODS, %

^T We have here a l)i<>-, wealthy, new territory that is booming big in T

^1, aeronautics and aviation. There are six balloons here, many aeroplanes *

and numerous gliders. Our hangars have been rented for the winter for many 4.

more. We will start next summer with enough machines to heivell ahead of ^

any other club* ^

LET US INTRODUCE YOU TO MEN *

WHO WILL TAKE YOUR AGENCY, t

HENRY M. NEELY :: :: :: Chairman Exhibition Committee *

Aero Club of Pennsylvania, Betz Building, Philadelphia %

■!•

For floor space, terms and all information regarding the show address the Manager

Aero Show

Nov. 17 to 24
1910

MAMMOTH COLISEUM BLDG., ST. LOUIS, MO.

Complete Exhibition of Aeroplanes, Dirigibles, Balloons,
Accessories and All Articles of a Kindred Nature

' I 'HE BUILDING contains over 38,000 sq. feet of floor space, this has been

laid out to give the public 1 -3 and the exhibitors 2-3. More than half the

exhibition space has already been taken, but we wish to show our visitors the be^

variety possible — so we would appreciate and do solicit communications from all interested.

ST. LOUIS NATIONAL AERO SHOW

Coliseum Building :: :: :: St. Louis, Mo.

1)1 aiiszi'cri)ig adz'ertiscinciits please mention this magazine.

AERONAUTICS

Septeml

The First Complete Book On Flying Mac]

Art of Aviatii

By Robert W. A. Brewer

266 pages, 6x9, many illrstralions and working drawings, $3.50 net, j

It gives dimen-
sioned drawings,
details of parts,
materials, etc.

It tc
buil(
and

Mr. Rrf'wer on a Bleriot XI. Monoplane fitted with an .A.nzani Engine.

ROBERT \V. A. BREWER has been an itnportant figure in the development of the aeroplai
He is manager for Grahame-White, the British aviator. He is besides an engineer of wide e
perience, who has sj^ecialized in the aeroi)lane. The work deals with the practical aspects
flying machines, rather than with the theoretical side. It is essentially valuable because of t
working drawings and the practical guides for those who would build or study the construction
aeroplanes. Machines of various types are described in detail. Engines are also carefully considere
with details of propellers.

It covers also the art of flying, including gliding experiments, steering, balancing and control,
will interest the general as well as the scientific public.

The Main Chapter Headings Are:

hapter I.

n.
III.

IV.

VI.

VII.

VIII.

A Comparison Between Monoplanes and Biplanes. Chxptei

IX.

Materials of Construction for Aeropla

The Form of an Aerofoil.

Details of Manufacture.

Early .Models.

XI.

Successful Monoplanes.

Engine Problems and Prineiples of Design.

XII.

Biplanes.

Description of Engines.

XIII.

Biplanes, continued.

Engines, continued.

XIV.

Progressive Monoplane Records.

Propellers. "

XV.

The Art of Flymg.

Eflfieieney of Propellers.

XVI.

Future Developments.

Chapter XVII. Cdossarv of Terms.

lERONAUTICS

250 West 54th Street

New

Send for our Netc Catalog qf Aero Books

In aiiszvering advcrtiseiiients please mcntiun this iiiagasine.

AERONAUTICS

September, igto

THE BIGGEST MONTH OF SPORT ABROAD

WONDERFUL ADVANCE IN
FLYING— LE BLANC WINS 485-
MILE RACE— 45 NEW WORLD'S
RECORDS IN MANY CONTESTS
—SENSATIONAL FLIGHTS
ACROSS PARIS NEW HEIGHT
RECORDS MADE AND BROKEN
-CURTISS BEATEN.

Le Blanc Wins $20,000 Prize.
('()\i;i!.s 4.S-"-.Mii,|.; COURSE.

Aug-. 17. — Alfred L(> Blanc arrived at Issy. ia
rhe siiliurl).-^ of I'aris. at (> :4.") o'clock this morning
and is the winner of the cross-country flight which
started from there on August 7.

For the Matiir'n .fi'o.OoTi contest over the "East-
era Circuit," a distance of 782 kil. (48."(.!)1 miles),
'■'.'> machines entered. The prize was offered to the
first aviator who. leaving I'aris on th(> 7th of
.\ugust returned hy the 17th. after touching at the
various points on the course. The various cities
and individuals raised prize fluids, in all totaling
$."):i..'>(iO and contests for height, starting, etc.. were
held at the various controls. Those who drojiped
nut stayed to comiiete in the local events.

The i-ace was divided into the following sta.ges :

I'aris to Troyes. i:!.") kil.

Troyes to Nancy, IBO kil.

Xancy to Charleville to Mezieres. 160 kil.

Mezieres to Charleville to Douai. i:!0 kil.

Douai to Amiens, 7S kil.

Amiens to I'aris. 110 kil.

On August 7 eight actualh- started and six got
Id Troyes — .Vlfred Le I'.lanc ( I'.leriot 1 1st. Kmile
.Viibrun (Bleriot), ]Maiuet (I'.h'riot 1 . Lindpaintner
(Sommeri, Weyniann (II. Farmani. and Legagneux
iSiiuimeri. Le lilanc's time was 1 :.'!.'! :i!0.

Second stagi'. .Vug. S. — Le I'.lanc. .\>ihrun and
Legagneux arrived. Le lilanc was fastest in
:: :14 :59.

Third stage. Aug. 11. — Le lilanc and .\ubrun ar-
rived. Le Blanc best in :.' :04 :(io.

Fourth stage, Aug. 14. — .\ubrun and Le Blanc
reached I>ouai. Aubrun best in .; :40 ;()(). Le
I'.lanc took 8 :00 :00.

Fifth stage. Aug. 1."). — Le I'.lanc. .Vubrun and
Legagneux flew from Dou.ii to .\miens. Le Blanc
best in 1 :14 :29.

Sixth stage. .Vug. li. — Le Blanc. .Vubnui and
Legagneux arrived. Le Blanc's time. 1 :4i;. Total
time of Le Blanc for 48o kil. cabled as 11:58:49.

French military oHicers flew i)art of the way with
the contestants.

Le Blanc has been named for France in the
(iordon Bennett balloon race, October 17.

.NEW SHORT ST.\Rr RECORD.

15. — Claude Graham-White made a new
short start record of ".n ft. 9 in. with his

Auj
world
l'',-irm

-Vu^
White
prize
in Fr
Angus
S4L'.

in.

;■. 14. — Fitlier Louis I'aulhau or (Jrahame-
• will be awarded the Ixiil/i Mail's .$5,000
for the greatest total of cross-country Hyinn
ance or (Jreat Britain in the year ending
t 14. I'aulhan claims 7so miles and Whitt;

Flights Day by Day

I,.\T1I.\M WI.N'S .'fl'.OllO Fl>l; I'l.lClII' .\CIt(),SS I'.VUIS.

-Vug. 12. — Hubert Latham, coming from Bouy,
Hew over Paris at a high altiiudi' and landed at
Issy les Moulineaux.

Bv Hving across I'aris. Lalhiiiii won the Falco
I'riz'e of .$2.00(11. Latham's time was 2 hours 18
minutes 5(^> seconds.

NKW WORLD ALTITITOK KKCORl)^

.Vug. 11. — .1. .V. Drexel ( I'.leriot ) made a new
world's heiulit record of (■>.75(i ft. at the Lanark.

Scotland, meet, 'i'his was r<>corded on his liaro-
grapli which will be tested tor accuracy. Fog ob-
scured the view of the ground and he* landed 15
miles away. He was up over 2 hours. The mefrt
closed August 1:!: .f:!8.450 were divided in priz(>s
among 7 competitors.

I'l.iES WITH 462 roT^.NDs p:.\tka weight.

-Vug. 11. — At the aviation meet at .Tohannisthal.
(Jermany. Thelen, in a Wright machine, made a
flight in which he carried 462 pounds extra weight.

P.\tI,HA.\ I-LIES 200 .MILES.

•Vug. 11. — Louis I'aulhan to-day made two
round trips by aeroplane between Brou and
Chart res, with stops. He covered in all a distance

of about 200 miles.

FLIES IRISH SKA.

.Vug. 10. — Robert I.oraine (H. Farman. new typo)
flew from Blackpool meet across Irish Sea to
Llandudno in Wales. Fog prevented returning all
the way and a landing was made on Anglesey
island. On August 1 he flew to Liverpool and
back.

.lames Kadley (Bleriot) who is coming to Amer-
ica to compete in the Times race and possibly the
Gordon Bennett, made 58.32 miles per hour. Cat-
taneo flew :i hours and 41 minutes. At a speed of
44.1 (■) miles per hour. This was at the Lanark,
Scotland, meet. August 6-I0.

.Vug. 10. — ()ne of the propellers of a Wright
machine broke at the .Tohannisthal meet and the
aviator. Helm, was seriously injured.

LATHAJI FLIES OVER PARIS.

Aug. 6. — Hubert Latham (Antoinette) flew from
Chalons-sur-Marne to I'aris, a distance of 87 miles,
making two stops on the trip.

II<? passed over the city at an altitude of
1.850 ft., circling twice around the Kift'el Tower
before landing.

The enthusiasm caused by Latham's flight had
scarcely waned before the whirr of another pro-
peller attracted attention. It was Weymann
tH. Farman), who left Chalons shortly after
Latham. Both landed at Issy les Moulineaux.

6000 FEET HIGH

Aug. 5. — (ieo. Chavez at Blackpool meet, Eng-
land, went up to 5,756 ft. in his Bleriot. On the
same day, at Mourmelon, France, Weymann (II.
Farman 1 tried to beat Brookin's record but came
down after getting up to 4,100 ft.

FATALITY 1 -X EXHIBITIO.N BY WOMAN.

Aug. 1. — "Mme. Francke." while flying an H.
Farman at Boldon, England, hit a flag pole with
one of the wings of the aeroplane, turning the
machine over. A boy was struck by the engine
and killed. Mme. Franck suffered a fractured leg
and some cuts.

WORLD RECORDS FOR 4-.'MAN FLIGHT.

Aug. 1. — Henry Farman carried three passengers
at Mourmelon tor 1 hour 4 minutes, the total
weight carried including gas, oil and passengers
was 627 pounds.

On the same day, at Douai, De Baeder carried
three passengers on a Bregi biplane. Total weight
carried was 708 pounds.

GER.MAN AIRSHIP IX LO.NG TRIP.

.luly 27. — German airship "(iross III" makes
trip of 170 miles in night ascent lasting 7 hours
50 minutes. Berlin over various cities to Gotha.
Keturn was made on the ;;oth. trip lasting VtY.
hours.

FLIGHT TO ALTITUDE 8.475 FEET.

.luly 27. — Ueports from Italy State that two
Swiss aviators flew up a mountain which is said
to be 8,475 ft. above sea level, circling above the
|)eak and returning safely.

.luly 0. — Maurice Tabuteau (Maurice Farman)
llew .'1 lioiirs :;5 minutes at Buc.

107

AERONAUTICS

September, ipio

OVER PARIS IX AEROrl.ANES.

July 13. — Cliampel (Voisin) flew from Juvisy to
Paris to Sartroville, 50 kil., in 45 minutes.

July 14. — G. Busson (Blerioti Juvisy-Paris-Baga-
telle and return without stop.

The Aero Club of Fiauce has issued to date 150
aviation pilot certificates.

(iermany is organizing a city-to-city race, Frank-
fort — Wiesbaden — Mayeuce — Maunlieim, with prizes
of 41,000 marks.

Postscript, Aug. 17. — John B. Moissant, of Chica;;o rtying a Bleriot Monoplane and carrying: a mechanic with him
flew from Paris to Amiens and thence across to England in an attempt to fly to London. He laiuled near Dover.

BIG FOREIGN MEETINGS

Brussels.

N. KINET KILLED.

Next the last day of the Brussels meet, July 23-
August 4, was marred by the fatal accident to
Nicholas Kinet when, on August 3, he was caught
in a squall in his II. Farman biplane and dashed
to the ground. Kinet and Olieslagers were tied
for the totalization prize with 10 hours 1 minute.
The longest single flight was made by Jean Olies-
lagers on Aug. 3. 219.8 kil. I'rize money totaled
.t^L'T.tioO. cash and trophies.

BROKE FRENCH HEIGHT RECORD.

On Julv .".0 Olieslagers broke the French height
record, being credited with l,4(;(ii m. (4,788 ft.).
The barograph showed 5,084 ft. On August 1,
.lules TvcU (II. Farman) went up to 4,834, otHcial-
ly, tluiugh he claimed G,641 ft.

Caen Meeting.

With prizes totaling .$0,700, Caen meeting, July
27 to August 2, Bleriot machines won $3,200 and
Hanriot $2,600, balance divided between six others.
Longest single flight was on July 30. by Paillette
(Sommer) 3:13:50. On August 2, Morane (Bler-
ioti won height prize with 4,100 ft. Hanriot
(Ilnnrioti won total distance prize with 9:57:56.

Bournemouth (Eng.) Meet.

July 10. — Fifteen fliers at Bournemouth meet,
July 11-1(>: $40,000 in prizes, .\mong other con-
tests, L. F Morane (Bleriot) won the fastest lap
prize at a speed of 50.64 miles per hour, while liis
time for 5 laps was 55.9 miles per hour. Hon. C.
S. Rolls (Wright) won the slow speed test at
25.33 miles per hour. Morane also won altitude
prize, going up to 4.107 ft. The longest single
flight was 90 miles Ijy Grahame White (Farman) at
a speed of 35.2 miles per hour. In the weight
cariying contest White was best with 425 pounds,
including pilot. In alighting White was first, stop-
ping within 7 ft. of the mark. The Bleriot ma-
chines had two sets of wings, one for lifting and
on<' for speed J. A. Drexel and W. E. McArdle,
who liave a flying school at Beaulieu, flew their
Bleriots to the meet and back again at its con-
clusion. On the return Drexel carried a passenger
homo with him. the trip lasting 38 minutes.

At the Lanark. Scotland, meet, August 6-13, the
prizes totaled $40,000.

Rheims' Meet.

jr.VNV WORLD r.ECORDS EST.^BLISHED AND BROKEN.

July 10. — liheims meet closed after 7 days of
flying'. Of the 72 entered 40 comDetitors actually
flew a total distance of 8,500 miles and $38,000
distributed in prizes.

The lono-est distance flown by one make of ma-
chine, 2.001 kil., by the Antoinette.

The best total distance hy "le man was 1,093
kil. in 19 Vi hours, by 01iesli-..,^.-s (Bleriot).

Longest sinsle flight. 392.75 kil.. 5rs. 3 min.
5 1/5 sec, l)y Olieslagers (244.04 miles).

In Gordon Bennett elimination race to select
French contestants, over 100 kil. course. L'' Blanc
(Bleriot) 1st in 1:19:13 3/5: 2nd. Latham (An-
toinette) in 1:24:58 3/5; 3rd, Labouchere (,\n-
toinette) 1 :25 :24.

The following new world's records were estab-
lished :

Distance and Duration. — 392.75 kil. (244.04 \
miles) in 5 hr. 3 min. 5 1/5 sec, by Olieslagers '
(Bleriot).

Speed (trcr Ceriuin Distances. — 5 kil., Morane
(Bleriot), 3 min. 14 3/5 sec; 10 kil., JNIorane, 5
min. 42 :j/5 sec. ; 20 kil., Morane, 12 min. 45 3/5
sec; 30 kil., Olieslaegers (Bleriot), 23 min. 31
sec: 40 kil., Olieslaegers, 30 min. 11 sec; 50 kil..
Leblanc (Bleriot), 37 min. 50 3/5 sec; tiil^kil.,
Leblaiui._jl5min. 28 -S/^ sec ; 70 kil., Leblauc, 53
min. 32 4/0 sec.'; SO kil., Leblanc, 1 hr. 2 min.
22 3/5 sec. ; 90 kil., Leblanc, 1 hr. 11 min. 15 2/5
sec; 100 kil., Leblanc, 1 hr. 16 min. 11 sec; 150
kil., Olieslaegers, 2 hr. 3 min 49 1/5 sec; 200
kil., Latliam (Antoinette), 2 hr. 40 min., 2 sec;
250 kil., Olieslaegers, 3 hr. 34 min. 53 4/5 sec

Distance for Certain Period. — In % hr., Leblanc
(20 kil.) ; in. % hr., Leblanc (40 Ifttr) ; in 1 hr.,
Leblanc (80 kil.); in 2 hrs., Olieslaegers (145. il.) |
in 3 hrs., Latham (215 kil.) .'

Speed With One Passenger. — 10 kil. : Ladougne i
(Goupvl. 8 min. 14 2/5 sec; Aubrun (Bleriot) : /
20 kil., 19 min. 39 1/5 sec. ; 30i kil., 29 min. 10 sec. ;
40 kil., 38 min. 51 sec. ; 50 kil., 48 min. 28 sec. ;
60 kil., 57 min. 58 2/5 sec. ; 70i kil., 1 hr. 7 min.

31 1/5 sec. ; 80 kil., 1 hr. 16 min. 59 2/5 sec. ; 90
kil., 1 hr. 26 min. 33 sec. ; 100 kil., 1 hr. 36 min.
6 see.

Distance With One Passenger. — Aubrun, 137.125 kil.
Duration With One Passenger. — Aubrun, 2 hrs<—

9 min. 7 4/5 sec.

Speed With Tico Passenqers. — Mamet (Bleriot) :

10 kil., 10 min. 18 4/5 sec; 20 kil.. 21 min. 14
sec. ; 30 kil., 31 man. 53 1/5 sec ; 40 kil.,

32 2/5 sec. ; 50 kil., 52 min. 36 1/5 sec.
1 hr. 3 min 20 3/5 sec; 70 kil., 1 hr. 14 min.
36 3/5 sec. ; 80 kil., 1 hr. 23 min. 33 sec. ; 90' kil.,
1 hr. 36 min. 4 sec.

Greatest Distance With Tiro Passengers. — Ma-
met, 92.75 kil.

Arerage Speed per Hour. — 106.508 kil. (66.18
nMles), Morane (Bleriot) with 100 horse-power,
14-cyl. Gnome engine.

The Lel)lanc Bleriot has 100 horse-power Gnome
engine while the Antoinettes are of 50 horse power.
The Olieslagers Bleriot was of 50' horse power
and the Morane Bleriot, lOO' horse-power Gnome.

42 min.
60 kil.,

.\nthony Castellane, the "loop-the-gap" bicyclist,
has arranged to fly a Farman-type machine for
Fred Shneider. and is now at Seabright. X. J.,
practicing. The Elbridge engine gave 190 lbs.
thrust at 980 r. p. m.

Some propeller tests at Mineola recently
no 300 lbs. on Harmon's 50 h. p. Gnome-
Farman. and 300' lbs. with the EIbridge-40i
Seymour's Curtiss. The propellers were

Gibson.

showed
engined
on .Toe
Re(]ua-

NEXT MONTH

Notes on Propeller Design and Construction
By Spencer Heath

108

AERONAUTICS

September, 19 lO

ASCENSIONS

CLUB NEWS

NOTE ASCENTS JIAUKED (*) ARE OVEIt 100 MILES

IN LENGTH.

Lowell, Mass., July 14. — Chas. J. Glldden. pilot.
Col. \\. M. Buntinj? and Clias. A. West in the
■■Massachusetts" to I'elham. X. H. Distance, 8
miles: duration. 1 hour; altitude, 3,300 ft.

ALL NIGHT TRIP.

^Hamilton. O.. .Julj- 18. — W. C. Collins and
George Howard in the '■Drifter'" to Mt. I'leasant,

11 miles south of Anna. 111., the following day.
It was planned to break the U. S. duration record.
Duration. 10'/, hours; distance. 295 miles.

I'ittsiield. July 19.— N. H. Arnold, pilot. F. S.
Iloppin and George Von Utassy in the ■"Spring-
field." landing at Lenox. Duration 2 hours and
40 minutes ; distance, 6 miles.

DU. ELDRIDGE MAKES RECORD PHILADELPHIA ASCENT.

*I'oint Breeze. Phila.. .Tulv 20. — Dr. Thomas E.
Eldridge. pilot. F. S. Underbill and A. B. Under-
bill in the '■Philadelphia II" to 2 miles north of
Pascoag, R. I. Distance, 231.12.5 miles; duration,

12 hours 5 minutes; altitude, 10i.55O feet. Of Dr.
Bldridge"s 19 trips, he says, this was the best
of all. The beauties of the scenery were inde-
scribable. For 0% hours during the night of the
20th only l^A bags of ballast were used to keep
the balloon at an average altitude of 1,100 to
1.400 ft. During the trip the states of Pennsyl-
vania, New York. New Jersey, Connecticut, Massa-
chussetts and Rhode Island were sailed over in
this record ascent from Philadelphia.

St. Louis, July 24. — Andrew Drew, qualifying
as pilot in the "Jlissouri" to Collinsville, 111.,
going the 19 miles in 25 minutes.

Jackson, Mich.. July 29. — N. II. Arnold, pilot,
and ly. E. Ilavden.

Jackson. Mich.. July 26. — N. II. Arnold, pilot,
II. W. Alden and Burns Henry. Distance, 4 miles ;
duration, 3 hours; altitude, 4.000 feet.

Jackson. Mich., July 27. — N. II. Arnold, pilot,
W. W. Clarke and Frederick Lewis in the "Mich.
Xii. 1."" Ihc new balloon of the A. C. of Michigan.

*rittsli('ld. July 27. 1910. — W. H. Van Sleet,
jiilol. and .\l(on Farrel. in the "Springfield," land-
ing at \Vickford. R. I. Distance. 107 miles; dura-
tion. 5 hours and 15 minutes

ANOTHER NIGHT ASCENT.

* Hamilton. O.. .July 28. — W. C. Collins, George
Howard and Jean Arent in the "Drifter" to 4
miles west of Marion, O.. on the 29th. Duration.
14 hours 25 minutes ; altitude, 8.000 feet ; distance,
about 115 miles.

LONG TRIP FROM CANTON.

*Canton. O.. July 30. — J. H. Wade. Jr.. \. Leo
St(>vens and Jack .Mien in the new Wade balloon
"Buckeye"' to 6 miles west of Denver, W. Va.
Denver not on the atlas. Distance to county seat
of Preston county is 132 miles.

Jackson. ^Mich., Aug. 1. — Mr. and Mrs. Wed-
worth Clarke up in the "Michigan."

Pittsfield. .\ug. 3. — Wm. Van Sleet. Dilot. W. M.
ReminQton and S. IT. Hancock in the ' Snringfield.""
to Grafton, X. Y. Distance, about 35 miles ; dura-
tion. 2 hours 40 minutes.

ANOTHER NEW PHILADELPHIA RECORD.

*I'(iint Breeze. Aug. 3. — Dr. Thomas E. Eldrid're.
pilot, and Welsh Strawbridge left at 9:28 P. M..
in the '-Philadelphia II" to 2i/4 miles north of
Danluiry. X. II.. landing at 8:30 A. M. the follow-
iu'.: morning. After being in the air two minutes
over 11 hours, covering a distance of 303.8 miles.

NIGHT TRIP.

'■■Lowell. lyiass.. Ausr. 10. — J
Walter Flagg in the "Boston
X. II. Distance, 107 miles
45 minutes.

IMttsfield. May 20. — Wm
Messrs. Hunter and Smith.
"Massachusetts." to Cheshire
miles: duration. ."'.0 minutes.

Pittsfield. June 5. — Wm. Van Sleet, pilot, J. B.
Benton and a Mr Parker, in the "Massachusetts. "
to Bennington. \X. Distance, 31 miles; duration,
hours. 53 minutes.

B. Benton and J.
to Xorth Haverhill,
duration, 5 hours

Van Sleet, pilot,
passengers, in the
Mass. Distance. 1 1

The Pittsburgr Aero Club has been formed at
Pittsburg, Pa., with tlie following offlcers: "\V.
L. Smith, president; George H. Flinn, first vice-
president; S. A. Pickering, second vice-presi-
dent; C A. Painter, third vice-president; J. A.
Glesenkamp, fourth vice-president; H. P. Haas,
secretary, and F. IT. Richards, treasurer.

The Junior Aero Club of the Omaha Y. M.
C. A. is encouraging model building. Eacli
member is now building a model for a contest
to be held during the aviation meet at Omaha
July 23-27. A prize of $25 for first and $15
for second, with Glenn Curtiss as judge, is
offered. The boys are given practical instrvic-
tion in the building of models and the general
principles of aviation, together with a detailed
description of the leading models used to-day
for flying. Sergeant C. F. Adams of Fort
Omaha is instructor.

The Aeronautical Society was addressed by ]\I.
E. de .laniy on the sul).iect of ''Aviatioa Motors"
on July 28. On .\ugust 11, the following sub-
ject was discussed by ^lessrs. J. Bernard Walker,
editor of the Srieiiliftc Amerkan. Walter L. Fair-
child. Rex. C. Noi-wood and Wilbur R. Kimball :
"Cautionary Methods in the Trying Out of New
Machines."

The Aero Club of Blackstone Hill, Oakland,

Cal.. is another l)oys' ehib. though little has been
heard in the East of it. It was formed about two
years ago with W. R. Davis. Jr., of 474 Prospect
St., as president, and W. Moller. as treasurer. It
has devoted its efforts mostly to models and
gliders.

The Aero Club of New Eng^land has sold its
56,000 cu. ft. balloon "^lassachusetts." and will
bu.v a rubl)er racing balloon of 80,000 cu. ft.
capacity.

The Aero and Motor Club, of Asbury Park,
has been foruu'd to "promote aviation and mo-
toring and to conduct exhiliitions in these sports,"
with a capital stock of .$25,000.

The National Council of the Aero Club of
America has established its headquarters iji the
Engineers' Building. Xo. 29 West 39th St.. Now
York Cit.v, and members will always find a wel-
come in room 918 at the above address where
there is an office staff always in attendance dur-
ing regular business hours.

It is proposed to keen on file all publications
of interest to the members of the Council and
Secretaries of the various organizations are re-
nuested to send such publications as will be of
interest in this connection.

,\t a luncheon arranged Iiy Clifford B. Harmon
and Gaae E. Tarbell. before the latter"s falling-out
with the -Vero Club, at which affair a number of
members of the Club and the .Veronautical Society
were present, it was decided to ask both organ-
izations to appoint a representative to meet and
endeavor to arrive at an vniderstanding with re-
sard to the friction which the Club insists exists
between it. as parent, and the Society, as offsprintr.
It was suggested at the luncheon that the ri^pre-
sentatives be Mr. Harmon for the Clul) and Hudson
Mavim for the Society. The Club, however, ap-
pointed W. W. Millei-. an attorney, and the Society
deli>gated Thomas .V. Hill, also a lawyer and a
"rank insurgent" in the Club. jSIr. Harmon was
thought l)y the Club not to be eligible to the honor,
as he is also a member of the Societ.v. though sort
of a non-resident. Xo conference has been held, no
ofhcinl cemmunications have passed, and the idea
is thought to have succumbed to dry rot.

Whnt lias become of the Aero Club of Phila-
delphia? Letters addressed to them are re-
turned by the post office. The same is true
of the Aero Club of the Northwest, St. Paul.

109

AERONAUTICS

September, igio

250 West 54th Street
New York

Cable: Aeronautic, New York
'Phone 4833 Columbus

PUBLISHED BY

AERONAUTICS PRESS, Inc.

A. V. JONES, Pres't — — E. L. JONES, Treas'r-Sec'y

subscription rates
United States. $3.00 Foreign. $3.50

ADVERTISING REPRESENTATIVES:

E. F. INGRAHAM ADV. CO.

116 Nassau Street New York City

No. 38 SEPTEMBER, 1910 Vol. 7, No. 3

Entered as second-class matter September 22, 1908, at the Postofflce
New York, under the Act of March 3, 1879.

^ AERONAUTICS is issued on ttie 20tti of each montti
^^ All copy must be received by the lOlh. Acvertis-
ing pages close on the l5th. :: :: :: :: :: ::

f\ Make all checks or money orders free of exchange
^^ and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. :: :: ::

New Advertisers.

Each month marks the entranre into rlir aero
fieUl of well-known concerns who are taking; up
the new Industry, or entirely new houses who see
opportunities in various liranchcs of aeronautics.
Amon.a- these new adviMtisi'rs this month may ln'
noted :

Tincr Cycle Works.

Ilall-Scott Motor Car Co.

.\. .T. Myers.

Lincoln Stpiare Novelty Works.

White .\ero)ilane Co.

<}. II. Loose.

Barl)erton .Vviation Co.

JMichigan Airship Co.

II. M: II. Mills.

Hopkins 6c I)e Kllduchevsky.

International Aeroplane Supply Co.

C. .\. Coffin.

A. F. Smith.

W. V. Yonngs & Bro.

M. Magee & Son.

R. O. Ruhel. .Tr., & Co.

<T. IL Curtiss.

Corrected Figures New York-Philadelphia
Flight.

T'nfortunately for the standing of one of the
first great cross-country flights in tlie States, that
of Charles K. Hamilton from Governor's Island
to Philadelphia and return, it seems evident that
the official timers employed by the Xew York
Times have made an error on the return portion
from South Amhoy to Governor's Island. The
distances which were given out by that iiaper
were far from correct, as we mentioned at the
time.

T'sing the flying time of the Times, Hamilton
made *57.0fi miles per hour from South Amboy
to Govei-nor's Island, doing the distance of 2'l.lOTt
miles in 2.'> minutes. Xo doubt this time should
have been :!.'{ minutes, a speed of 40.10 m. ji. h.
In view of the speed made going to I'hiladi'liihia.
without stop, when everytbin.g was working well.
4.". 20 m. p. h.. it does not seem prolinble that the
great increase was made on the second half of the
return .iourney, when the engine was even miss-
ing fire.

It is not intended to detract one iota from the
achievement. l)ut merely to follow out our inten-
tion of having nothing in the magazine but that
which is accurate, when accuracy is possible to be
attained. .

mil

Following are the r.rai-l distances, computed liv
Mr. Williams Welch, chief draftsman, office of the
chief signal officer, V. S. A., and the newspaper
figures on the time. \o accurate time was officially
taken by any aero organization :

Governor's Island to I'hiladeljihia, 74. .".14 miles,
10.3 minutes.

Philadelphia to South Amboy. .">:!. 125 miles, M
minutes.

South .\ml)oy to Governor's Island. 22.1 0.")
2." minutes.

.\verage speed to Philadelphia, 4M.20 m. ji

Average speed to South .Vmlioy. 30.?,.5 m. ii

.\verage speed to Go\-ernor's Island. *.">7
p, h.

Total distance flown. 140. ."144 miles.

CLASSIFIED ADVERTISING

.\VI.\TI().\ K\(;iXK FOR S.VLF (H'K'K- -•'!»'
h. p.. four-cylinder, equipped with Bosch Mai:-
ni'to and Laminated True Screw Propeller: 200
!l)s. thrust ; engine weighs 107 lbs. Whole •outfit
.iust new from factory. Will sell for half price
or will exchange for 50' h. p. motor, Al condition.
Reason for change, want more power.

STEBBINS & GEYNET.

Norwich, Conn.

FOR S.M.F — Curtiss 7 h. p. motor, comijlete.
wilh propeller and all attachments. Price ,$200. C.
.1. W. Roshon. 10 N. Third St., Ilarrisburg. Pa.

FOR SALE — Motor. 50 h. ]>., 2 cyl. "Y." com-
iih'te, ready for running. Brand new. .ttl.OOO.
X. G. IL, care Aeronaitics.

-M'TOMOBILE^ — Cameron 1010 runabout, 4 cyl..
24 h. p., air-cooled, Splitdorf magneto. I'rest-(>-
Lite tank, pressure oil resei-ve. Warner Speedo-
meter. Tires new: run l.,SO() miles. Perfect con-
dition. Demonstration. Speed 45 m. p. h. ;Motor
can be bored for auxiliary exhaust and used in
aeroplane. Duplicate has flown an aeroplane.
Price .fiSOO'. X. Aeroxautics.

EXCHAXtJE — What have you to exchange for
a fine two-passenger gas balloon, good as new,
fully e(|uippedV Address E. Brown. Peoria. 111.

POSITIOX WAXTED with a firm building, or
parties about to organize a company to build,
aeroplanes. Advertiser, the desi.gner of a prac-
tical monoplane, is a man of wide exi)erience in the
designing and building of automatic machinery,
etc., and the handling of mechanics. Inventive,
resourceful. Five years' study of aviation. C.
Hustler, care Aeuoxaui'ics.

FOR SALE — At a sacrifice. Bleriot Monoplane,
cross-channel type, made by Bleriot. recently im-
ported from France. Anzani motor. E. M. W..
care of Aeronautics.

TYPEWRITERS. — All makes. Caligraphs .>|;t>.00 :
Hammond. Densmore .*10.00: Remington .$12.00:
Oliver .$24.00': Fndervvood $:!0.00. 15 days' free
trial and vear's guarantee. Harlem Tvpewriter
Exchange. Dept.. F. IS. 217 West 125th St.. Xew
York City.

AFROI'LAXE — Position wanted 1)y woodworker
and mechanic experienced in aeroplane and gas
engine work. D.VYIS, care of Aeronautics.

NO INFRINtJEMEXT— I am patenting design
of aeroiilanes, with no vertical rudder, which
does not conflict with Wriuht patent. Need mod-
erate capital to build. EX PERIEXCED. care of

AERONAUTU'S.

',5.0()O-ft. balloon
lud instruments.

BVLLOON FOR SAI.1-: New.
in fine shape. Full eonipnu'ut
Cost S;750. What will vou pay or trade?
FFGEXE BROWN. I'eoria. III.

FOR SALE — One llo.ooo cubic foot balloon,
holder of world's si)eed record. .\lso one 40.000
cubic foot balloon com))lete. Make offer. C. A.
Coey. 1710 Indiana avenue. Chicago.

F.\RM.VN .\FjROPLANE — For sale cheap. The
identical Fannan aeroiilane which won endurance
ori'/e a I Rh<'ims. I-"rance, fi>r flight of over three
hours. .Xew power .>iant. .1. W. CPRZOX, Haw-
thorne. Aerodrome. Hawthorne, 111.

110

ERONAUTICS

Septciuhcr, iqto

80,000 Foot Racing Balloon I

+
+

ALSO

==^= IN STOCK ^==^^^=^
ONE OF 10,000 FEET

Write quick and get in the big races this Season —
both National and International, and others :: ::

■•■>- ^•■-ai***«r«»—

FRENCH AMERICAN BALLOON CO.

H. E. HONEYWELL, Director

Largest in America — testing with Air

Our Balloons have won every contest against all makes — here they are:

CHICAGO — 9 Competitors — Won both Distance and Endurance

trophies by a big margin.
INDIANAPOLIS — 6 Competitors, 1st and 3rd prizes.
PEORIA~3 Competitors, 1st Prize.
ST. LOUIS— 9 Competitors, 1st, 2nd and 4th Money.

CAN YOU BEAT THAT!

How we do it : by using the very best material in the country ; building on safe, 4.
practical lines, with good workmanship. i|

AIRSHIPS— AEROPLANES— INSTRUMENTS I

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St. Louis, U. S. A.

i'4"i"i*4"i*4*4*4*4*4*4*4"i*4"i*4*4"i'4"i*4"i"i"i"i*4"i**i' ]>4'4"'}'4*4*4'4*4*4'^4'4*4'4"{'4"i'^4*4'4*4*4"l*4**{"l*4"i*4*4

/;/ ai'sweriny adfcrliscincuts l^lcasc iiiciitioii tins inagacine.

AERONAUTICS

September, ip

*
*

^^,4.+++4.4.+4.4.+4.+4.4.^.^.^.4.*^.4.4i4.^.^.4•^•^••^•^^••^•^*■^^•^••^•^^•^•^•^Mi•+•l•^•^••l•^•^•4••l•♦*'M«^•

I FACTS ABOUT MOTORS

*
*

*
*
*

*
*

4>
*
*

*
*

I 1 he Call Aviation hngine

I ^^^==^^^^ IS ^^^^^=^^^=

T 1st. .4 Four Cycle Engine. Tlie type used on 09% of all automobiles and motorcyles. The

T type used by all prominent aviators here and abroad, and holding all aviation records.

T -^nd. ,-1 Water Caoled Engine. Tlie only kind that can be dependi-d upon for extended runs

^ without danger of overheating. Our spiral water jacket, together with piston pump circulation is

■!• the most perfect cooling sys em yet devised.

i|i 3rd. An Oiipo.scd Vylinder Engine. The construction I'onceded by gas engine authorities to

the tlie ne;»rest vihrationless type. By all odds the construction best adapted for aviation |)urpo«es.
till. -4 Silent Engine. The only engine yet designed for aviation having both main and
auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other
than merely exhibition purposes.

fitli. A "Fool-Proof" Engine. The utmost simplicity of construction, small number of
cvUnders, together with its being of the usual Four Cycle type, enables any automobile chauffeur to
sjt and run it, not one in fifty of whom have any experience with Two Cycle, Revolving Cylinder,
or V-sha|)ed mult'ple cylinder engines.

tith. .4 Thoroughly Dependable Engine. Our Magnalium outer casing for cylinders and
cvliiider he ids permits of a remarkably strong construction with minimum weight : while our Vana-
dium (Ircy Iron Cylinder and cylinder lu'ad linings, piston heads, valve cages, valve seats, etc., is the
only dependable nnti-rial for these parts.

7tli. ,1 Superbly Heantifnl Engine. The entire dc^ign is thoroughly artistic; while all ex-
posed puts not constiucted of Magiidium— a shining non-con odible metal — -are nickel plated, the
whole surface being polislied to a mirror finish.

stli. ,4 PhenonieiKdly Pon-crfnl Engine. This result is secured by the use of a comparatively
small number of cylinders of generous projiortions, as distinguished from a multiplicity of cylinders
with their numerous parts and beirings. and consequent friction, and liabdity to derangement.

9t!i. ,4)! E.vceptioruilly Economical Engine. It is a matter of common notoriety among gas
engineers that economy of fuel, as comp ired with power developed, is secured by large cylinders,
few in number, rather than by a multiplicity of small cylinders— a consideration of paramount im-
portance in aviation.

lOth. .4 Moderate Priced Engine. Wliile the material and workmanship of this engine is even
superior to the very expensive foreign makes, and not to be classed wiili the cheaj) engines flooding
the market, yet our aim has been to furnish avi itors with a moderate firitcd engine, cheaper than
could be produced by themselves, except in large numbers, and with an cxpiiisive shop and foundry
equipment.

Other Aviation Engines possess a few of these advantages. This is the only engine that combines them all.
MODEL E-1 : Two Cylinder; 50 Horsepower, weight, 150 lbs. - Price $1,000
MODEL E-2: Four Cylinder; 100 Horsepower, weight, 250 lbs. - Price $1,700

Prices include complete equipment, NO EXTRAS

Delivery 30 das: Terms, 35 V Cash, with order; Balance sight draft against Bill of Lading

WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER

Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize

the heat of your engine for the comfort of your passengers. Weight, 1 olbs. per gallon of jacket water.

SEND FOR CATALOGUE C-2

I THE AERIAL NAVIGATION COMPANY OF AMERICA, Girard, Kansas

In answering advertisements please mention this maga::ine.

EROX,!UTICS

September, igio

AEROPLANE ENGINES

♦

+
+
*

+
+
*
*
*

+
*

ADAPTABLE ALSO FOR USE IN THE DRIVING OF

Dirigible Balloons and High Speed Motor Boats

EXPERIMENT with no EXPERIMENTS
EQUIP YOUR AEROPLANE with

an ENGINE of PROVEN MERIT

and thereby avoid the unnecessaiy exiienses, accidents and barriers to success
that naturally follow in the wake in the purchasinjj- of an untried product.

IT IS THE ENGINE THAT COUNTS MOST

^T More and more we realize this as brilliant success, and brilliant failure
^^too, are recorded. It is to the engine we must pin our faith to brid<>e
that distance between us and a complete mastery of the air. To all who
are puttin<)- forward a strenuous effort to achieve this end, a RIXEK motor
will prove of invaluable assistance. Tliey are the liohtest, practicable,
water-cooled aviation enoines yet i)roduced, and run with faultless j^recision.

TYPE B-8

60 H. P., Eight
Cylinders,
mounted "V"
shape with a
90° relation to
each other.
Weight, 278
lbs. complete.

TYPE B-4

80 H.P., Four
Cylinders,
mounted ver-
tically on a
common crank
case.

Weight, ISO
lbs. complete.

Favored exclusively by the experimenter in the science
of flight, as they insure to him the maximum of safety

American Builders of the STANDARD VOISIN TYPE AEROPLANE

"THE ARISTOCRAT OF FLYING MACHINES"

THE RINEK AERO MANUFACTURING CO.

EASTON, PENNA.

l>4>++4>4>4>4>4><f4>4>4H|*4'4'4>4<<i'4>4'4>4'4'<'i'4'4>'I>4-4'4>4>4>4'4'4'4>'l*'f4'4**!*4'4'4*4'4>4''l''i>4><f4'4>4)4

In answering advettisemenis please mention this magazine.

lEROXAUTICS

September, igi

IK TIMES. THURSDAY. JUNE 16. 1910.

WHATCAUSEDAHALT
INHAMILTON'SFLIGHT

Curtiss Finds the Quality of Oil

Supplied in Philadelphia forced

the Flier to Descend.

SOME PROBLEMS SOLVED

Moot Points In Aviation Cleared
and AerlalTravel Thus Made
Less Hazardous.

Glenn H. CurtJss, who was a m.ike
'jlcycle cngrlnes before ho wad
■>ked over Charles K. Ha
'^'iterday and found
ought the flying
^lle wJnglng
New Tork^

through. Had It
lid have released
;r's ilexi'olv; scat,
impossible ever
ice a .side'svise wimi
gliding off on a

ind again when ho
ind was that liis
ibbed againsi; a brace on ac-
ine's vibration, and had
side, thus dropping his
ipty " when he still had a

ijse

.-ernors Island,
the aviation
l-kes. Only the night b€fore^d|§flJt)ped
'wire on. one

Jking another chance , of spinning' safe-
through them iiex-t morning he

As to his second accident on "the lon|
flight, Hamilton's mechanic had seen theS
can of light oil that a Pliiladelphla con-fl
cern had supplied Instead of the brandS
ordered, and had refused to accept it. Al
Ti.MEg representative promptly dispatched
a fast automobile for a can of the proper
brand. Ten minutes before the. auto-
mobile was due to return light, rain be-
gan to fall and storm clouds appeared i
in the west. Hamilton looked them over;!
he had set his heart on winning the]
round trip flight from New York and
back, and realized that every minutf-
counted. He wasnit willing to await fairj
weather and exactly the right oil, so he'
relzed tho can himself, filled his tank.j
and In a ininutt- or two more was
■jie air and off.

Mobiloil

A Grade For Each Type or Motor

Arc You Using the Right
Oil on Your Car?

The most important thing left en-
tirely to the judgment of the owner in
the operation of his automobile oraero-
plane is the selection of a lubricant.

The discriminating carowner selects
the grade of Mobiloil .specially .suited
to his type of motor. Is it not signif-
icant that aviators generally, in this
country and Europe, use Mobiloil
exclusively?

To prevent substitutions see that cans are sealed.

VACUUM OIL COMPANY

Rochester, U.S.A.

Vacuum Oil Company r
29 Broadway,

Ben York City.

Bear Sirs:

I am pleased to report the success we
have met with In the use of "Mobiloil" in
lubricating the engines in our aeroplanes,
and to say that It maintained Its reputa-
tion in ray Albany-Hew York flight..

Very truly yours,
June 6. 1910.

.^^i^/3^^

Vol. VII

OCTOBER, 1910

No. 4

THE AMERICAN MAGAZINE
OF AERIAL LOCOMOTION

PRICE 25 CENTS^^C^^^X//)

39th ISSUE

£[SlHf«

lily Ania't'"'' I
Five MiniitP*-

IND CHEOXICLE.

^9^^J//m^J^^^

Aitf!

'DASHES PLANE INTO LAKE TO ^aunZ T*/'^> H^;n
AVOID HITTIfifr spectators! ^^ouZt/^'^^ ^etk

»ioior jonn j. r nsDie i^ompeiiea to tut Short " ■" '^'Plane /
Succe^ful Flight in Rochester Because 1 "^^ fe... ^ " ^f'

,400

Tta/ic

MArnT

of Crowds at Landing Place. [l''^'^"#f'|?^^?:;i:™ f>?^,» ^"^ ^Uah, / '^"^^»^'-<,'*''5*

iclbi-ib^e Engine (ilompaiiu •^

"^^■"'^e^ejo

E,UblU«» "' I

Cii.'S Fcrfeclly in Ic
Al Bench CarriD.

Monday toy avi

■ 'I .jmiGHTFUGHTSATHEIHPSTEAl

; 'jUyUCH CLUB'S liK-Jis^^?^

r J MR. FllSBlES FLIGHT. \j

>i<^ winiu u u^Yitr ^i/tj.. UtiJ^

.^.

AERONAUTICS October, igi

* ^J ^J •^ T T T^ jyr It is easy to fly with the
J K i\.V^ V HjI^ right power, because
J novices have flown successfully with

. . in . . .

I Harriman Engines

first attempts

T 30 H. P. Harriman Engine in Action at Mineola ^

* 1

* ^T If you are out to fly, equip your aeroplane with an j

* ^i, HF Flying Power Plant and success is assured j

t 30 H.P. 50 H.P. j

* Complete Power Plant 3SL Complete Power Plant ^
I Price, $1250.00 Price, $1675.00 ^

I 1911 Models Now Ready For Deliver)^ l

*** •

4> — : — -i

i|i NOTE : Mr. Geo. Russell in his endeavors to fly at the Richmond County Fair, Siaten Island, did not use a Harriman engine 4

I Harriman Motor Works, So. Glastonbury, Conn, i

X •*

III aiis'iccriiig advertisements please incutiou fliis iitagasiiie.

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7 VNrwU/\(i ^ / '''*■.

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«0

^TICS

October, igio

Cheapest Speed Indicator

is relative. First cost means little. It's the years of satisfactory service that deter-
alue. Here the Warner Auto-Meter stands supreme — without a rival. It is so
construction that it remains absolutely accurate, dependable and reliable for years
ditions which would ruin a $-250 chronometer in
. Auto-Meters over S years old are as accurate-
- as when new. We never yet have seen a
f Auto-Meter. Other speed indicators become
in a short time, and must be replaced every
months, yet they cost almost as much at^r«<as

er Auto -Meter

IS so much to do with satisfaction and the pleasure that
■t that even the owner of a moderate priced car should
arner Auto-Meter. Ifs good business judgment to

Instrument Company,

1020 Wheeler Ave.
BELOIT, WIS.

BRANCHES:

LJgewood Ave. Denver, l7l8 Broadway

3oyl8ton St. Detroit, 870 Woodward Ave.

Main St. Indianapolis.330-1 N. Illinois St

Michigan Av. Kansas City, l6l3 Grand Ave. San Francisco, 36-38 Van Ness

)7 Main St. Los Angeles, 748 S.Olive St. Seattle, 611 E. Pike St. [A

)62 Euclid Ave. New York, l902 Broadway St. Louis. 3923 Olive St.

Philadelphia. 302 N. Broad St
Pittsburg, 5940 Kirkwood St.
Portland, Ore., 14 N 7th St

Other Models up to $145

"$>«x8^<8>^>^>«^H?>««S^S><S>^^xS>^K®xS^xj^^$>^>^^

e Three-States Aero Show

^ account of the postponement of the International
Meet and the subsequent conflict of dates, the
^EE-STATES AERO SHOW^, announced to be
in Philadelphia, October 2 2nd- November 5th, will
eld November 2nd- 12th, inclusive.
As this is only ten days instead of two weeks,
5S of floor space have been reduced 25^. Attractive
iivisions can now be made and arrangements closed
jhowing small exhibits at low prices.

' For all information, address the Manager

===== HENRY M. NEELY =======

Club of Pennsylvania, Betz Building, Philadelphia, Penn.

In answi^ring advertisements tl-C^e meufkvi tJus magazine.

/ AERONAUTICS

October, igio

$350
THE LOOSE

MONOPLANE

IN A DISTINCT CLASS BY ITSELF

Orifiiiial in every respect but embodyinjj-
tlie best principles now used on all suc-
cessful monoplanes.

The Improved "Demoiselle^*

A larger machine

150 Pounds for 150 square feet

— ^^^^^^^^ a 26-fool span -^^^^^^-^^^—
Designed for 5 pounds per square foot

No infringements — Keacly for Power Plant

SPECIFICATIONS

i ply laminated ribs Roebling- steel cable

■^0" steel wheels Palmer tires

f" steel axles liart£o*4-v!inTi??tr

Only a Limited Number at this Price

Send for c-irc-ular

The G. H. Loose Monoplane Co.

SAN FRANCISCO, CAL., U. S. A.

FOR SALE

Immediate Delivery
If Unsold:

750.

750.
500.

One 4-cyl. 40-60 H. F . Elbridge aero-
plane motor coi nplete, new - - - $900.

One 7-cyl. 30-40 H. P revolving motor
complete, new ■-/-.-.

One 8-cyl. 30-35 H. F . V/type motor
complete, new ./...-..

One Biplane complete, less motor -

One Monoplane, con^ >lete, less motor - - 500.

PROPEI,l,ERi^/Al 1) AeROPI.ANK PaRTS

On account of tire pr 'ssure of other business we
liive discontinued the manufacture of aeroplanes.
Tlie above pnces are fcay below cost to close out
(luickly. If/tiiterestert, write at once.

THE mm AUTOMOB\|.E CO., Indianapolis, Ind.

WOOD

For Aeroplanes

+ Long Lengths of Selected Straight Grain
4*

t Spruce --Pines --Bass--Whitewood--

* White Cedar, Etc.

f FULLY EQUIPPED MILL -LOW PRICES

J, Manufacturers Supplied

* WM. P. YOUNGS & BROS.

+ First Ave. and 35th Street - New York

*
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ijAEREAL CLOTH

:: The Cloth o£ the Hour t

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tlu- y(L, ot) in. \vide.

C, Tlie stroni»est,/lig(htest and most
practical silW cloth in the niarktt.

Especially adapted for Aeroplanes
and Balloons.

.1^ Prices and sani|)les on njiplication. "/^

Address: THE H. M. H. MILLS t
Dept. A, - Room 608
■^ 1 Union Sq., West, New York City -f

<- Western Office: MOFFAT BUILDING
Room 508
Detroit, :: :: Michigan 1

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<• Samplet^ J3ata ««d- P«e«6— on Request +

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I The C. E. Conover Co. |

^ MANUFACTURERS J

J 101 Franklin St., New York ♦
+<t4>4>4>4'4"i>4^4>4'4'4>4>4>'l'4>'l>4''i>4"i>4>+'i>4><t4i

/;; answering advcrtiseineiits please mention this magazine.

ERONAUTICS

October, I pro

Curzon- Aviation Co., Inc.

AND FIRST

American Aviation Training School

REMOVED TO
WASHINGTON PARK AVIATION FIELD

EAST ST. LOUIS, ILL.

Curzon Ni>. \ Biulaiie, Speed Machine, - $3,500
Cuizoii No. ,' Karman Type Aeroplane, |3,500
Curzon Monoplane. - - - ' - 14.000

All equipped with the Elbridge Featherweight Engines

The French (Inonie iMi^'inc will be funii.shecl (or

the additional sum of .|2,600 on machines

only at this combined Ifeure

You can witness demonstratimi flights of your
machineof at least 5 miles bt-for^ accepting same.

Free tuition to putchasers. /

Only a Imiited nurtiber of njai-hines to he sold
at the above Hgurcs, prices will advance shortly.

America's First Aviation Training School
Open to the Public

Actual practice in the Art of Flying.
Aviators* diplomas issued on qualifying-.
Teclinical training; how\to build, lectures,
etc., by Prof. Harrison, motor expert,
master of mechanics and profound student
of aviation for the past three years.

Address all communirations to

JW riTDTHM 1806 N. 39th Street
. W. LUlv^LFll, EAST ST. LOUIS, ILL.

CRAFTSMAN

Perfect Propellers y/

IMPROVED

Santos Dumont Type

AEROPLANES

17 and 20 ft. (^ -j nnn

COMPLETED l;UUU

Send for Specifications

All Kinds of Wood and Metal Work
Made to Order. Gliders, Special Parts,
Spars, Struts, Ribs, Skids, Wheels, Etc.

ADDRESS

M. STUPAR

9626 ERIE AVENUE
SO. CHICAGO, ILL.

Successor to J. STUPAR, Pattern and Model Shop

To Aeroplane Meet Promoters

MAN-CARRYING BY KITES

was for the first time in America demonstrated as an attrac-
tion at the Harvard-Boston Aero Meet.
C There it was shown how easily a man could be sent 200 ft.
in the air supported by from 6 to 15 enormous 18 ft. passen-
ger carrying kites.

CThe height to which he can go (up to 1,000 ft.) varies only
with the w^ind velocity and nerve of the operator.
C The Army officers present testified as to its great value for
scouting purposes in war.

C As this feature is at its best when the winds are so strong
that the aeroplanes cannot fly, it is especially valuable as an
attraction at Aeroplane Meets.

SAMUEL F. PERKINS, no Tremont St., Boston, Mass.

In answering adi'crtiseinents please mention this iiiaga:;ine.

AERONAUTICS

October, 1910

In aiiszvering advertisemc'its please mention tliis magazine.

AERONAUTICS October, 1910

AN AMERICAN BALLOON TRIP OVER ROME

Some Noted Events and Thrilling Experi-
ences in Balloon Voyages in All Parts
of the World, Written Especially for
"Aeronautics."*

By Rufus G. Wells

I.\ 1870, aftiT winning a balloon race in Loudon
with an English aeronaut, I went to I'aris to
offer my services to the new Republic. There
I was employed l)y the Defense Nationale to
construct a balloou for taking (ieneral Bazainr
with his officers out of Metz and carrying- them
over the German army and landing them in France.
From silk furnished by the government, I made a
balloon two hundred feet in length. About thi'
time that this was completed, the largest balloon
at the time ever constructed, we were disai)i)ointed
liy ihe surrender of Metz by General Bazaine.

A most interesting e.\i)erience in my ballooninj;
took i)lace (luring the >Vorld's Fair at Paris in
1S81I. 1 madi' an ascension in company with Wil-
liam .T. Hammer, electrical engineer and director
of Thomas A. Edison's exhibit at the Exposition,
and Dr. A. Lawrence Rotch, director of the Blue
Hill Observatory at Boston. Many interesting ex-
periments, both electrical and astronomical, were
made on the voyage. The balloon was in the air
about four hours, traveling on an average twenty
miles an. hour.

On one occasion I made an ascension from a
beautiful garden in Copenhagen. I was carried by
the wind over to Sweden and landed in the sea,
where I was rescued by men in boats.

On a visit to Italy I made an ascent at Milan
during a festival. The balloon rose to the height
of three miles, and I then made a descent in a
parachute, to the grent astonishment of the multi-
tndc. lieing the first (exhibition of the kind they
had ever witnessed.

From Italy I went to Constantinople, where 1
madi' an ascent over city, obtaining a magnificent
view of the palaces, temples and mosques. On my
des -cnt I was well paid by the Sultan, who also
gav(> me some rich and splendid gifts.

On an extensive tour in India I made many as
censions in the most celebrated cities — Bombay,
Delhi, Agra, Lucknow and Calcutta. The Maha-
rajah of Cochin gave me a bag of money and took
a (iiamond ring from his finger and made me a
pres(>nt of il. At Akyob, in Burmab, I made an
ascension and was carried out over the sea. On
being rescued by mcni In a boat and taken to land
the people gathered around me, believing that one
of their gods had appeared amongst them.

I>uring a summer spent in the island of .Tava
I made the first balloon ascension in Batavia that
had ever been witnessed there. The balloon passed
up through a cloud and the people thought it was
the last they would ever see of me. I went off
about lOO miles and landed on a rich tea and
coffee estate, to the great astonishment of the
natives at work there.

In South .\merica I made ascensions at Lima.
I'eru : at Kio .laneiro and at Buenos Aires. .Vt the
latter placi^ I descended in the La Plata River. On
throwing out Itallast the balloon rose so rapidly
that the sun which had just gone down was seen
rising about the horizon, in the west instead of
the east.

On different visits to Mexico I made sixty ascen-
sions, and received full remuneration and utmost
courtesy from the people wherever I went. I was
the first aeronaut to make a parachute descent in
rhiit country.

*Kufus G. Wells, up to his death the oldest liv-
ing .\merican aeronaut, di(>d on August ."^d at his
home in St. Louis, aged 80 years, while sitting
in his chair, stricken with apoplexy. An account
of Mr. Wells' experiences in ballooning was writ-
ten by him for .\eron'autics in the fall of lOO.S.
His most interesting story will be found in this
issue.

Rufus G. Weils
W.\.\Tf:D TO CROSS THE ATL.\NTIC.

It was my desire to cross the Atlantic with an
immense airship seven thousand feet in length and
two hundred feet in diameter, inflated with hot
air, and enough fuel to burn and provisions to last
on the way. not only to cross the ocean, but to
go around the world with some brave companions.
I ought to have carried out my project long ago,
and to have l)een the first one to reach the North
and South Poles with a gigantic dirigible. If
wealthy men would assist, immense airships could
be made to carry a hundred persons with safety to
any part of the world.

.\11 governments should use great airships in
war and to visit all parts of the earth. I was
very much pleased to carry the Stars and Stripes
higher over Rome and other cities than any other
person has ever waved them,

THE AMERICAN FLAG OVER ROME.

The Pope and Governor of Rome said I must
not wave our flag over Rome — but I did wave
it in spite of them, and they said I could not
make another ascent from Rome.
iContin ued on page Ud)

111

AERONAUTICS

October, iQio

PROPELLER DESIGN AND CONSTRUCTION

By Spencer Heath,

OF THE AMERICAN PROPELLER CO.

SOME remarkable results are lieing attained by
tb(> American Propeller Co. from their
"I'aragon" propellers, according to the re-
port of the Emerson Engine Co.. of Alexan-
dria, Va., which is putting a new 0-c,ylinder
2-cycle aeronautical engine on the market.

A "Paragon" propeller tested by them on one
of their engines which they sold recently to
Dr. W. W. Christmas of Washington, D. C. for
his new biplane, lied Bird, now being experimented
with at College Park, Md., gave the extraordinary

thrust of 4.">(> pounds at a speed of I.IOO r.p.m.
The propeller was designed specially for the par-
ticular surface-weight ratio and other properties
of the Christmas machine and the speed and
power of the engine, the aim of the designers
being to adapt tlie actual flying thrust of the
propeller to the head resistance of the machine
at its calculated speed of travel and that the
propeller shall have the least disturbing effect
upon the air wlien the engine is running at its
most efficient speed of about 1,100 r.p.m.

The propeller in question is 8 ft. in diameter,
by a pitch varying from 4% ft. to 5 ft. at different
parts of the blade. The material is all edge-
grained white siiruce with five laminations in each
blade, all ol' the pieces being spliced or scarfed

together at the hub in the manner characteristic
of the •'Paragon" propellers and all the glued
joints throughout the blades being made doubly
secure by numerous birch dowels regularly spaced.
The hubs are faced with hard maple. The weight
is 10% pounds.

It might readily be assumed from the great
standing thrust yielded by the "Paragon" pro-
pelleis tliat they are designed particularly with
this I'csult in view, but that is not the case, the
standing thrust being merely incidental to
desigTi for giving tlirust at speed.

The main feature of the American Propeller
Co.'s work is to furnish propellers designed in-
telligently and scientifically for each individual
case, believing that no standard design can be
evolved while there is such wide diversity in
tiying machine construction. This diversity is
shown in the extreme variations in surface-weight
ratio, from about two to perhaps six and one-
half or seven jjounds per square foot of surface,
to say nothing of the radical structural dissimi-
larities in different successful machines.

JCach prcncller is designed with three conditions
in view : The most efflcieut running speed! of the
engine, the speed through the air at which, with
nroper pro])eller design the available power ought
to carry the particular machine ; and the estimated
head resistance at this speed. From this pre-
liminary data is derived the winding or helical
path to be traversed by every portion of the
Itlade. and ever.v 6-in. section of the blade is de-
signed with reference to the work it must do
while traversing this path as an aeroplane (more
properly "aerofoil") following a helical instead
of a plane liorizon. Each different blade section is
"iven a suitable form and angle of incidence to
its horizon, according to its particular .speed, its
necessary width and its relation to the other
parts of the blade, and the entire number of sec-
tions so determined are combined into a single
blade having harmonious properties throughout.
■I'bis method of design naturally results in a blade
of variable pitch at different distances from the
center. In the progress of every design this vari-
able pitch and all the other important properties
(if the blade, such as the gliding angles, co-
etticienls of camlier, etc., for its different parts,
ar(^ plotted in diagrams on special cross-section
paper.

In determining the blade area the principal
consideration is that it shall be sufficient to
keep the percentage of "slip" within the limits
of good practice at all points, and the width is
ai)portioned in a manner to give a fair distribution
(if work over the principal portions of the blade.
The varying gliding angles are arranged to take
advantage of the inflow of air from the periphery
and give it a sternward flow with the smallest
amount of disturbance. The co-efflcients of camber
niercentasic of curvature) for the principal por-
tion (if the blado are derived from a consideration
(if the width, gliding angle and velocity of each
point — the elements of width and angle increasing
the coefficient and the velocity reducing it.

The diagrams of these varying features are of
great interest, showing as they do, at a glance,
all the different properties of the blade under
its working conditions and making possible the
ver.v ready comparison of different designs.

Nearly all of the "Paragon" jtropellers have been
designed in accordance with tlie principles already
indicated with a view to their operation in actual
lii'iht. rather than their caijacity to produce phe-
Udmeual thrust, althonuh they seem to possess this
capacity in greater degree than others. .V few
designs, however, have been gotten up for heli-
copter work, in which, of course, the standing
thrust alone is the oliject sought. These designs
|)roceed from a very different method of calcula-
tion and are not adapted to keep un their
thrust at any considerable axial speed. We are
not able at this time to give full particulars con-
c(>rning tests of these helicopter designs but we

(Cant in uod on page 1 W)

112

AERONAUTICS

October, iplO

THE MAKE-UP OF A BIRD'S W^ I N G

By Dr. A. S. Rowe.

H.WIX(; made n study of bird flight for years.
I liavi> IxM'ii iiuicli interested in tlie article
imhlished in your esteemed Aeuonautics.
written hy I'rof. 11. La V. Twining, of Los
Anyeles, entitled ; ''Can Man Fly With Win.!>s."

These articles show a great deal of deep thought
anid close investigation into the science of Ijird
flight, l)ut have brought Prof. Twining to con-
clusions tlie reverse from those proved out by my
investigations and experiments, i. e., that the air
does pass through the feathers of a bird's wings
on the up or forward stroke, and if you will kindly
allow me space in the columns of Aekoxautics. I
will endeavor to give the experiments whicli led
me to this conclusion ; not for argument's sake
but for the beneflt it may be towards sol\ing the
problems of the science of aerial flight.

In the August number of Aeronai'tii's, I'rof.
Twining, discussing the action of the up and down
stroke of a bird's wings, says : "Much .si)eculation
has been indulged in as to the feathers opening
on the upstroke to let the air through, .lust a
little intelligent observation of an extended wing
will show how utterly fallacious this assumption
is : Tlae feathers overlap so they shingle on top
from th(> part near the body to the tip. On the
underside they shingle the other way. In either
case, as the air strikes the surface, the feathers
bind together and present a solid surface to the
air. The direction in which they shingle cannot
make any difference in this respect. If we take
up (he wing and blow violently on top of it, hold-
ing the hand on the other side, no air will be felt
coming through. If we blow against the under
side the same result is obtained.''

Now, in order to arrive at an intelligent con-
clusion regarding the stroke of a bird's wing, and
the action, of air upon it during the strokes, we
jnust understand the following points.

First. — The mechanical construction of the feath-
ers. Taking the feathers of a turkey buzzard or
pigeon's wing we And the barbs of nearly equal
length on either side of the shaft near the body
of till' bird, and the barbs are of nearly the same

flexibility on both sides of the shaft, those on
the farther side being slightly the stifl'er : but from
near the body the barb.s become longer on the
inside of the shaft and shorter and stift'er on the
opposite side of it with each successive feather,
until in the feathers near the tip of the wing
Ihe shaft is nearly to the outer edge — thus form-
ing a long valve, so to speak, witii the shaft as
an axis at one side.

Second. — The position of the feathers in the
wing. They are placed in the flrst third of the
wing nearest the body of the bird, or out to the
second .ioint, parallel with the body and al right
angles to the front edge of the wing at their
insertion, and their flat surfaces are nearly hori-
zontal with the front edge of the wing; also wIk'u
the wing is extended. From the second .ioint they
diverge outward from a parallel line 'with the
body until, in the buzzard's wing, when extended
they attain a position nearly at right angle to
the bird's l)ody.

Third. — The relative position of one feather to
.inother. The feathers lap or shingle nearlv one-
half their width out the flrst third of the length
of the wing. The barbs on that side of the shaft
of the feather nearest the body under the pre-
ceding one nearly their length. On. the other two-
thirds of the length of the wing they lap under
relatively less as the feathers diverge from each
other.

Fourth. — The relative proportions of the wing.
Only about one-third of the length of a buzzard's
or pigeon's wing is contained between the first
two .joints; the other two-thirds being made up
from this point out. The feathers are much
longer and wider in this section of the wing
and the width of wing is about on(>-third its
length.

Fifth. — The direction of the stroke of a bird's
wing in relation to its body. The stroke varies
according to the results to be obtained : as when
in starting on flight the wing is raised much
higher above the body and is brought farther
below it, and the flexion of the wing is much less

Three Views of the Rowe Glider

113

AERONAUTICS

October, igto

than when the bird is in free flight, but on the
up or forward, stroke it always moves upward
and forward, and on the down strolve moves down-
wards and backwards : thus making a rotary
movement on the whole. The tip of the wing
traverses a cycle corresponding to a curved line
drawn from the tip of the bird's tail to the tip
of the wing when extended. (See sketch.) The
wing is not thrust forwards and backwards ex-
tended, as though hinged at the bird's body, but
is flexed at every joint including the one at the
body, to a greater or less degree. Prom the sec-
ond joint out is the area of greatest motion. The
more rapid the flight the greater the flexion that
takes place in the wing at each stroke. In every
swift flight a pigeon closes its wing nearly against
the body at each sti'oke. The action of the wing
then is outward, upward and forward from the

under each other as they do, are pressed against
each other, which prevents the air from passing
through upward : but on the up or forward stroke
this pressure is temporally released owing to the
rapidity of the upward movement — this movement
being much quicker than the current of air pass-
ing creates a slight pressure from above caus-
ing the long flexible underlapping barbs of the
feathers to spring slightly downward admitting of
the free passage of air between them. Birds, such
as the (juail, grouse, wild turkey and humming
bird, which have a heavy body relative to the
amount of sailing surface of their wings and who
make their flight with a greater up and down
stroke of the wings than do those having more
sailing surface, will l>e found to have the feathers
spread much farther apart in the outer two-thirds
of the wings, the shafts of the feathers in this
section being quite to the out edge, with the barbs
underlapping much less, all of which is conducive
to the free passage of air through the wing on
the up stroke. And, too, another factor con-
ducive to a free upward stroke of the wing, is
the fact that the thrust is made in such a man-
ner as to present the edges of the feathers, to
a greater or less degree, toward the line of mo-
tion of the wing. This is accomplished to a
great extent by the forward edge of the wing'
rising farther than the rear edge. There are,
several reasons that prevent us from being able '
to see the light between the feathers of a bird's
wings when they make the up stroke in flight
when passing above us. Three of the main rea-
sons are : That the stroke is made most too
quick for the human eye to catch it ; the de-
pression of the inner edge of the barbs of the
feathers cause the feathers to assume more of a'
curve, the lower edge of one feather cutting off
the line of light coming through the next; a por-
tion of the bird's body and tail would obstruct the
line of vision through the wing, owing to the
angle of the wing in relation to the bird's body,
and that of the position of the feathers in the
wing.

body to the point of extension in the up or for-
ward stroke, and the reverse in the downstroke.
or downward, backward and inward towards the
body. In the up stroke the front edge of the
wing travels upward slightly farther than the
rear edge, and the reverse on the down stroke.
In normal straight-a-way flight the wing is ele-
vated about as far above the horizontal line of
flight in the forwai-d stroke as it is brought be-
low it in the down stroke.

Sixth. — The stroke of the wing relative to the
line of flight. We see then that the forward
stroke of the wing is made at an angle outwards
from the line of flight something like forty-five
degrees. The elevation and depression of the
wing above and below the horizontal line of
flight varies according to the lifting power re-
quired, increasing with the greater light.

Seventh. — The rapidity of the stroke of the
wing in relation to the passing air. The bird's
wing moving through the air on both the up and
down stroke is always swifter than the motion
of the air through which it is passing. Were
this not the fact, a bird would be unable to rise
from the ground ,and could not make headway
against the wind.

Now, from the foregoing, understanding the
mechanical construction of the feathers, their
position in the wing, their relative position to
each other, the relative proportions of the wing,
the direction of the stroke in relation to the body
of the bird, the stroke of the wing relative to the
line of flight, and the rapidity of the stroke in re-
lation to the passing air, we are enabled to make
a test of the point in question, and will ttke up
the experiment where Prof. Twining left oft:', by
taking the bird's wing and directing a blast of
air downward against it in direct opposition to
the up or forward stroke, as described above, at
the same time moving the wing toward the air
current, the same as does the bird in flight.
The air will be found to pass through freely be-
tween the feathers, and the air will pass in great-
est volume through the outer two-thirds of the
wing. On the down stroke, the feathers lapping

Perhaps the failure of success of all the orni-
thopters built up to the present time is due to
the fact that they only partially emulate the
different movements of a bird's wing when it is
in flight, as by the foregoing we can see that it
would be a very ditticult matter to make a ma-
chine that would be capable of obtaining the neces-
sary movements essential to extensive flight ; in
fact, the complexity of such a machine would bar
its usefulness. In Pig. 1, A is to represent an
extended wing of a bird when in flight, B the
flexed wing after the stroke, C the line traversed
by the tip of the wing, if we were to look at it
in the direction of the body during the stroke,
should I he bird's body not advance but remain
stationary. When the bird's body is advancing in
flight the tip of the wing describes a series of
loops. D represents the line of flight, and tne
arrow the apjjroximate angle of the stroke of the
wing in relation to thr line of flight.

In the glider built by Dr. Kowe it has been
attempted to follow the shape of the bird, with
the turkey buzzard as the pattern. The machine
is 30 ft. G ins. spread, planes 8 ft. fore and aft, and
the total length 15 ft. The weight is but 44
pounds. The depth of the curve of the jilanes is
7 ins. at the central section of the niacliiue, this
depth being at a point one-third back from front
edge. This curve diminishes in depth until out
10 ft. toward their tips the plant-s are flat. Prom
this point they curve upward to their ends as well
as curving slightly upward toward the edges,
in imitation of a buzzard's wing. The dihedral
angle is in exact proportion. The perpendicular
rudders curve downward in a position to take the
place of the sides of the liird's body and extend
the length of the planes with the exception of a
space near the center of eacli. which gives room
for the operator's arms. The situation of these
rudders is designed to prevent the machine be-
ing turned around when going sideways to the
wind. The bracing system makes the machine rigid
at every point. After trials as a glider a power
machine will be made of it.

114

AERONAUTICS

October, ic^io

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AERONAUTICS

October, jpio

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BOSTON ^E^VS BUREAU

I.— Main 5807. Tuesday, October 4, 1910. No. 68

W. Barron, Manager. EXCHANGE PLACE

[E OFFICIAL RECORD OF THE AVIATION MEET.

Boston — Charles J. Gliddcn, chairman of the contest com-
tte3 of the Harvard-Boston Aviation Meet, has handed
mager Adams D. Claflin a report of the events.

There were 14 trials for speed, 12 for altitude, 12 for get-
aj', 10 accuracy, 2 "slow," and 170 bombs thrown. The
oplanes in the contests were in the air 29 hours, 37 minutes
I 7 2-5 seconds, travelling 631 miles and 3617 feet. To this
ibe added the exhibition trials and practice, bringing the time
he air up to 48 hours and the air miles travelled to 1000.

Of the above Grahame-White made 23 trials and dropped
bombs; Johnstone 3 trials and 11 bombs; Brookins 8 trials
I 47 bombs; Curtiss 10 trials and 19 bombs; Willard 6 trials
I 13 bombs.

Of the hours of duration and distance traveled in contests

credit to each aviator is as follows:

Duration Duration

in minutes in miles

Grahame-White 61 2 232

Johnstone 754 330

Brookins 279 *20

Curtiss 60 26

Willard 70 21

* Brookins time was principally spent making altitude.

Of the exhibition trials and practice Grahame-White can
iredited with fully 80%.

During the meet three world's records were established, —
iracy, (landing nearest a designated spot); ^*slow,"XIonge3t
) consumed three times around the co«fr^i(}u*t^e~tiie"pylons)

getaway (shortest distan e run on ground before rising).

Accuracy and "slow" were won by Wright biplane; geta-

by the Far man biplane.

AERONAUTICS October, ipio

HARVARD-BOSTON MEETING

BECOBDS OP THE MEET.

Speed — 3 laps (514 miles) in 6 min.
1 sec, by Grahame-White (Bleriot).

Altitude — 4,732 ft. in one flig-ht by
Brookins (Wrig-ht).

Duration — 3 brs. 5 min. 40 sec. in air
during- one flig-ht by Johnstone (Ameri-
can record), in Wrig-ht machine.

Distance — 101 miles 389 ft. in one
flirht by Johnstone (American record).

Getaway — 26 ft. 11 in. from start by
Grahame-White, facing- a stiff breeze.

Accuracy — Stopped 5 ft. 4 in. from
centre after landing- within 100 ft. circle
by Johnstone (world's record).

Slow lap — 3 laps (514 miles) in 13
min. 48 sec. (22.82 m. p. h. Og-ilvie held
previous record of 24.11 m. p. h. in a
Wrig-ht machine), by Brookins (world's
record).

Bomb-Dropping- — 180 points on 81 hits
at battleship by Grahame-White, 100 ft.
altitude.

Boston Iiig-ht Course — 34 min. 1 1-5
sec. over 33 miles of water by Grahame-
White.

Amateur Events — Clifford B. Harmon
won the Harvard cup for bomb throw-
ing, and the cups for speed, duration and
slow time for three laps. His only rival,
W. Starling- Burg-ess, was awarded sec-
end place for duration.

FBIZE MONEY DIVISION.

The prize money was divided as fol-
lows:

Grahame-White —

Boston Iiig-ht Plig-ht. . . .$10,000

Bomb Throwing- 5,000

Speed, 1st prize 3,000

Altitude, 2nd prize 2,000

Duration, 2nd prize 1,000

Distance, 2nd prize 1,000

Getaway, 1st prize 100

$22,100
Contract price for entry 7,500

Total $29,600

Johnstone —

Duration, 1st prize $ 2,000

Distance, 1st prize 2,000

Accuracy, 1st prize 500

Slow Lap, 2nd prize .... 500

$ 5,000

Brookins —

Altitude, 1st prize $ 3,000

Accuracy, 2nd prize .... 250
Slow Lap, 1st prize 1,000

$ 4,250
Contract price for entry

of both 30,000

Total for Wrig-ht Avia-
tors $39,250

Getaway, 2nd prize $ 500

Willard—

Contract price for entry 4,000

$ 4,500
Curtiss —

Speed, 2nd prize $ 2,000

Contract price for entry 10,000

$12,000
Total for Curtiss Avia-
tors $16,500

Boe —

Contract price for entry 7,900

Total prize and contract money

for professionals 998i9liQ

THE first event of its kind and the largest
aero meeting yet held in America was that
organized by the Harvard Aeronautical So-
ciety. Its official duration was from Sep-
tember 3-13, though tlights were continued Sep-
tember 14-10.

The financial success of the aviation meet is
not known officially.

Unofficially it was claimed there had been deposited
in the bank $126,000 receipts for the meet. The expen-
ditures have been about as much. Paid admissions
totaled 67,241 for 11 days.

There was too much red tape in connection
with the affair. Aviators found it more difficult
to get to their machines than the public found
it easy. Newspaper men were not treated verv
well, it is claimed. To get in one a reporter
liad to have a press badge good any place, one
sood somewhere, one not good anywhere, a grand-
stand ticket, a few ribbons and a health cer-
tificate.

(Jrahame-White did very well financially, outside
of the prizes. He took up many passengers, and
for each flight, it is unkindly rumored, his man-
ager collected $50Cl — in advance.

LAST TWO DATS.

Boston, Sept. 16. — Claude Grahame-White, the
English aviator, defeated Glenn H. Curtiss in a
special race at Sfjuantum yesterday, thus bring-
ing to a close the meet which has "been on since
Sei)tember 3.

The Englishman not only won over the American
champion by a good margin, but he made better
time for the distance of five and one-quarter
miles than he did last Tuesday when he scurried
around the course three times in 6 minutes and

1 second. Yesterday he traveled an equal dis-
tance, or three times around the 1% mile course,
in 5 minutes 47 4-5 seconds, while Curtiss made
the distance in 6 minutes 4 .■!-5 seconds.

Grahame White's time for the first lap was 1
minute 5B 2-5 seconds ; for two laps, 3 minutes
3-5 seconds : for three laps. 5 minutes 47 4-5 sec-
onds. The time of Curtiss for the first lap was

2 minutes 4 1-5 seconds ; for two laps, 4 minutes
4 4-5 seconds ; for three laps, 6 minutes 4 3-5
seconds, o i ^;f-.-

^.<?3

■ft^i^

By Greely S. Cul.i^^f 5^ ■ ^'^N'

In spite of many discouragements aiid' by perse-
vering effort .James V. Martin, a special student
at Harvard University and the director of the
Harvard Aeronautical Society, succeeded in ob-
taining the co-operation first of President Lowell
of Harvard and then of Mayor Fitzgerald of Bos-
ton, and subsequently several Boston business men.
The idea took root and soon an exi)(nienced man-
airer was found in the person of Adams D. Claf-
lin.

All the aviators except Grahame-White were
housed in, two long canvas tents on opposite
sides of the principal company street. The tents
were 500 feet long by 50 feet wide and were ade-
quate for their purpose. ^

(;»ue tent housed the following machines : Hub-
bard monoplane, Curtiss biplane, C. B. Harmon's
Farman biplane, two Wright biplanes, fire ap-
paratus., Gaines' Clement-Bayard-Santos-Dumont-
Demoiselle and the Harvard biplane. In the south
hangar were the Bleriot monoplane and Farman
l)iplane of Grahame-White adjacent to the two
triplanes of A. V, Roe. Next came • the high
liowered Burgess biplane operated by William Ilil-
liard and two more Burgess binlanes. Models B
and C entered by the Burgess Company and Cur-
tis. Next were the Curtiss biplanes, one owned
bv Augustus Post and the other operated by
Charles F. Willard. Beyond these were housed
the kites exhibited by Mr. Perkins. The Pfitzner
monoplane and the Dixon dirigible were established
in separate tents, provided by their owners. .\n
A. V. Roe triplane has been purchased by tlie
Hjirrai'd Afropautical Society.

lis

AERONAUTICS

October, ipio

"}■

Perkins' Man Kite

THE I'lKLU.

The clKiicc (il: gvoiinds fell iii>i}n Uic lua [■sliland
;il. SyuauUmi. lyiug just across the Xeiiousot
Uiver from the soutlieastera limits of the city
of Boston. The grounds are in the form of an
island : a narrow salt water creek separates it
from, Ihi^ nminland and is bridged by a single
I'oad. While most of the island is low-lying
marsh, soft and soggy even in character, there
are two strips of firmer ground, perhaps seven
or eight feet above the level of high tides. One
of these strips was assigned to the grandstand
while on tlie other the hangars and sheds were
located.

The flying field lay to the west and north of
the grandstand and included an area of irregular
shape with a circumference of approximately two
miles. The pylons were arranged for a circuit
of one mile and three-quarters. While the field
is probably the best availalile in the close vicinity
of Boston and is adequate for the work of. pro-
fessionals, it is not ideal for amateur aviators
under existing conditions. The ■ space assigned
for starting in front of the grandstand sloped
slightly uphill and remained rough in spots in
spite of the admirable work devoted to its im-
provement. Then the layout of tin; course ro-
((uired a turn to the left soon after starting in
order to avoid the waters of Boston Harbor.' Un-
fortunately just to the left and a few hiindred
yards beyond the starting lin''. there was a deep

gully in the marsh to trap the inexpert. It was
this gully which l)rought the noted amateur, Clif-
ford B. Harmon, to grief on the opening day and
kept him from further participation till near the
end of the meet.

PROGltESS OF THE MEET.

On Saturday, September a, the meet opened in
threatening weather with a crowd of only mod-
erate size in attendance. Grahame-White started
on his victorious career by setting a good mark
in the speed event as well as by establishing an
excellent average in the bomb throwing, scoring
:-'l points in 10 shots. The American profes-
sionals, Curtiss, Wlllard, Brookins and Johnstone
followed White into the air and gave exhibitions
(if iilain flying without attempting any sensational
maniieuvers. By winning the duration and dis-
tance events on the first day .Johnstone laid the
foundation for his final success in these two
events.

On :Monday the interest w.is increased by the
first passenger carrying, (irahame-White and AVil-
lard each taking up a lady passenger.

On Monday and Tuesday. Mr. Grahame-White
continued to increase his lead in spite of the
rain and foggy weather, which prevailed, so that
on Tuesday evening when the meet was one-third
through he led the field with a total of 14.9
points against a total of l.j 8-17 points for John-
stone, Willard, Curtiss and Brookins combined. B^
Tuesday White led in every event except for dis
tance, and in that he was only a single point
behind Johnstone. Brookins did sensational stunts.
The best records for the three first days were as
follows :

Speed — Grahame-White, (j minutes 1 seconds for
514 miles.

Duration — Johnstone, 1 hour 20 minutes 12
seconds.

Distance — Grahame-White. 4.") miles 617 feet.

Get-away — Grahame-White, (56 feet 10 inches.

Bomib-dropping — Grahame-White, 20 trials, 56
points.

The system of scoring points was a novel one
and well arranged to develop constant coniixti-
tion in all the events. Three points were awarded
to the winner each day in each event, provided
at least three entries were registered in that
event. Two" points were given for second place
.■ind one point for third place. In case less than
Ihree entries were made on any day, the winner
receivi'd two points and the second man one point.
The events in which points were to be earned were
speed, altitude, duration and distance. In addi-
tion it was at first arranged to add the scoi'c
made <'ach day in the liomli-throwing, but this was
suhse(|uently changed so that only the average score
per bomb thrown was added to the points won
in the four events above mentioned. ICach liomb
hitting the deck of a full sized outline of a bat-
tleship from the height of KM) feet or more counted
one point, while two funnels formed the Inills-
eyes of the target, and a shot in them counted
live.

By Friday evening. Septenilier ;>. when six of
the nine days had lieiMi completed, (irahanu'-^^'hite
had still further increased his lead. Ills score by
points had totaled :!o.2 against 17 for Johnstone,
his nearest rival. Brookins had scored 10 points,
while Curtiss and Willard were tied at 8.

In the last half of the meet, however, the Wright
operators started in consistimtly to earn points in
altitude, duration and distance. Brookins I'arned
5 first places in altitude in the last 5 days, while
Johnstone accummlated 17 points in the duration
and distance events.

The final scores by points were as follows :

Bomb
Speed Altitude Duration Distance Average Total

]."

11 8.5
1:1 1;;.

•» 1

1 ( t

48.7
2!t.S

1 <M)

_ 1 .

0.5

1 ..'

1.4
1.0

12.!)
il.O

Grahame-White
Johnstone ....

Brookins

.Curtiss .

Willard

This score indicates thai \\'bit
place in speed on five da,\
on o»io day ; first placi' i

i^i distance three times and had scored more than
fw(T""TTTTrnts on every liomb thrown. Johnstone

ired five wins in duration and five in distance,

had won first
t i)lact> in altitude
ui'ation three tinu's;

Bro()kH|s: on five days made the best flight for
heighl. Curtiss gained the speed prize on one day

JIG

AERONAUTICS October, igio

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AERONAUTICS

October, igto

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AERONAUTICS

October, igio

r>,V:\'/et/C'\ \y

1 — A. V. Roe Triplane. 2 Grahame-White in HU Farman. 3 — Milliard in the Burgess-Curtis.

4 — Claude Grahame-White. 5— G. G. Hubbard Monoplane. 6 — Walter R. Brookins.

7 — Pfitzner Monoplane. 8— Glenn H. Curtiss Flying New Machine.

9 — Brookins Beginning a Sharp Turn.

117

AERONAUTICS

October, igio

and was second in that event on four other days.
Willard won flrst in speed once.

The special feature of tlie meet was the $10,000
prize offered by the Boston Globe for a two-lap
flight around Boston Light and return. The course
called for distance of approximately 33 miles, al-
most all of which was over the water of Boston
Harbor. Grahame-White made his first attempt
in. his Bleriot monoplane on the fourth day of
the meet and covered the course in 40 minutes
1 3-5 seconds. This relatively slow time was in
part duo to a detour caused by the aviator's lack of
familiarity with the landmarks. On the next to
the' last day of the meet. White made a second
trial with th.o same monoplane and cut his time
for the 33 miles down to 34 minutes. Making a
fair allowance for the distance lost in the half
dozen turns required, his average speed must have
been over 00 miles an hour.

The only hope of defeating Grahame-White for
the Globe prize lay in (ilenn Curtiss' speedy flyer.
The early days of the meet, however, had shown
that the Bleriot with its 50' h. p. Gnome motor
was faster than the Curtiss machine with its 50
h. p. 8-cylinder Curtiss engine. Curtiss had
to look for a more powerful motor. This
he found in the new Indian motor rated at
GO to 65 h. p. power which was owned by the
Burgess Company & Curtis. An arrangement was
quickly made to transfer this molor from the
Burgess biplane flown ))y William Ililliard to the
Curtiss flyer, and it was installi>d during the in-
termission of Sunday, September ]1. T'nfortunatel.v
there had been no time to tost out the new motor
and when Curtiss attempted to fly with it, unex-
pected carbureer troubles developed which were
remedied only after two days of constant tinker-
ing. The motor finally was put in running order
on the last oflicial day of the meet, and he was
enabled to overtake Grahame-White in his speedy
Bleriot. But unfortunately the delay pi'oved fatal
to Mr. Curtiss" chances for the Boston Globe prize,
as the time limit expired before the motor was
finally turned up. The Indian engine gave 430
pounds thrust on a spring balance attached to
the Burgess machine.

Am'ong the amateurs the most notable event was
the accident to Harmon's biplane shortly after
making a start on the opening day of the meet.
The accident was in ijart due to the soggy con-
dition of the grounds after the continuous rains.
Harmon was unal)lo to get up his usual speed
before taking oft', so tliat his machine was travel-
ing at a comparatively slow rate when it reached
the first turn. The act of turning brought one
wing tip in contact with the ground, and the
whole biplane was precipitated into a gully across
the course, which wrecked both supporting sur-
faces, smashed the propeller and injured the motor
itself. The running gear of the machine also was
wrecked so that it seemed liopeless to attempt to
replace it. However, W, Starling Burgess, a fel-
low competitor, placed the facilities of his Marble-
head factory at Harmon's disposal and returned
the biplane to its owner in better condition than
ever several days before the end of the meet. Har-
mon, however, borrowed Mr. Grahame-White's Far-
man biiilane and succeeded thereby in winning
first prize for amateurs in speed, duration, l)(>iiih
throwing and slow lap.

Second prize among the amateurs was won by
W. Starling Burgess in a Burgess biplane. The
other amateur entries included W^illiam Hilliard
in a Burgess biplane, who made two or three
circuits of the course, but did not ofiicially com-
pete because his powerful 60 h. p. motor had not
been properly tuned up before it was loaned to
Mr. Glenn Curtiss. .\. V. Roe, in his EnglishJ
triplane, and H. F. Kearny in the I'fitzner mono-l
plane, both met with disaster on landing afterl
short flights. The only other amateur aviator,"
Augustus Post, made some short straight -away
flights in his Curtiss biplane, but did not enter
officially for any of the prizes.

The meet was attended by many officers of the
Army and Navy, as well as a large number of
persons socially prominent. President Taft was a
center of attraction one day and on other occa-
sions Governor Draper of Massachusetts with his
staff and the mayor of Boston added a political
touch to the gathering. Thanks to Grahame-
White, Mayor Fitzgerald went up in the air to a

greater height than he had previously experienced.
The success of the meet as a whole is a monu-
ment to the initiative of James V. Martin, to
the ability and perseverance of Manager Claflin
and the aljle committees in charge.

Perkins' Man -Carrying Kite.

So far as known, the first time that a man
has been taken up by kites for the purpose of ex-
hibition in this country was at the Boston jneet,
and this stunt is now the feature of tho kite
exhibitions which Samuel F. Perkins nas been
I)ooking at all the meets.

A series of monster kites are used, from :) to
IS ft. tall. Up to fifteen kites are employed,
according to the velocity of the "Xvind and " the
weight of the man. "It has beon. foLuid that a
man can be lifted in a wind as low as IG miles an
hour. An 18-ft. kite is first started and sent up
for about a thousand feet, or until it reaches a
steady current of air. Then a number of the j2-ft.
kites are put on the liae, spaced about lOO ft.
apart. These are added to as desired luitil the pull
is found to be great enough to carry a man.

At Boston Perkins himself went up about 125
ft. on a Jittl? w:;oden seat slung by ropes, as
shown in the picture. The rope used to liold the
kites is one-half iucli in size and of the best grade
that can be bouglit. The reel has to be very
strong and well anchored. Miss Emily Willard, a
sister of Aviator Willard, also went up in t'ae kite.

Kites have been used to some extent ibrond for
military measures. Not long ago experiments were
made in England. It is alleged that the United
States Army tried man-lifting kites some years
ago, and Lieut. Wise actunlly went up a little way,
but further investigations in this direction are
said to have been given up. It will be remem-
bered that the late Lieut. Thomas E. Selfridge, in
1008, was carried up in a monster tetrahedral kite
made by Dr. Alexander (iraham Bell, but on this
occasion the kite was towed in the air above the
waters of Bras d'Or Lake, by a power boat.

I'erkins has been sort of a stand-by at all
the exhibitions that have been held thus far, as
his kites provided something for the crowds to
watch at all times, if there was any wind at aJl,
and as those who have had the more or less
pleasant experience of visiting some of the flight
exliibitions that have been held, know, a great
deal of the time there is nothing but the kifeij to
watch with the wind blowing too strong for the
l)irdmen to do any "birding."

PROPELLER D :E SIGN

[Concluded from par/e 112]

have creditable reports that one pair of them
recently tried strained very lieavily at their
moorings while lifting a weight of 780 pounds.
They were driven by an engine rated at 50 to
60 h. p., but probably giving very much less dur-
ing the test as it was running at only about 450
to 500 r.p.m.

In regard to details of construction, the usual
number of laminations is five, but four are used
in the smaller sizes and sometimes six for the
largest ones. The plan form for each lamination
is accurately designed and each pair for opposite
blades of the same propeller are sawed out to-
gether in duplicate to exact pattern and the holes
for the dowels located by templates so that the
registration of these lioles makes it impossible to
put the several pieces together in any but their
correct relation. The corresponding pieces in op-
posing blades are selected from adjacent parts of
the same edge-grained board, thus insuring the
utmost similarity of weiglit, grain and texture
in the corresponding portions of tlie blades. The
accompanying illustration shows a group of half
laminations for a 2-bladed propeller ready to be
assembled and glued.

.Vs for the best material, we have tried many
varieties of wood but liave found nothing really
superior to carefully selected edge-grain spruce, al-
though we find nuartered white oak, hickorv and
other hard woods very exct>llent, beautiful and
durable for the smaller sizes in which a little
more weight is desired or not objected to.

118

AERONAUTICS October, 1910

FLIGHT PROGRESS OVER THE COUNTRY

c--^-^t?Kr:

Curtiss Flies 129!/^ Miles Over Water.

Oa August :!lst. (ilcnu li. Cmtiss Hew in his
8-eylinder machine from iOuclid Urach. just east of
Cleveland, to Cedar Point, near Sandusky. Ohio, air
line distance of (>o..^ miles in 1 hour and 18
minutes. The distance is about equal to that be-
tween Poughkeepsie and the upper end of Man-
hattan Island, which was one stage of Curtiss'
trip from Albany to New York. The wind velocity
was 12 miles per hour.

The U. S. Ilydrographic Office at Cleveland
figured the actual distance liaveled one way as
64% miles. This gives a speed of 49.8 miles
per hour on the outward trip.

BEATS PIGEONS OX HOME THir.

On September 1 the return was made but in
much slower time, 1 hour and 41 minutes being
consumed. The return was made, for part of the
distance, in the rain, which stung the aviator's
face. Some homing pigeons which were released
at Cedar Point took 2 hours and .54 minutes to
make the trip.

Euclid Beach and Cedar Point are amusement
resorts. The flight was made possilile by the
Cleveland Press, which gave a prize of .$.5,000.

Flying With Four Horsepower.

We give some photos of aero|)lane experiments
of M. B. Sellers in Kentucky. One of the pictures

shows a rear view of the machine with a vertical
rudder which can be made to assume a screw
shape as described in article on Lateral Stability
in May. 1910, Aeisoxautics. This was used long
enough to prove the correctness of the principle.
Note the keel, rudder and e(iuilibrium plane as
originally designed and now used. The other pic-
tures show ma'chine in flight. In these flights the
Dutheil & Chalmers opposed engine was used.
Six 1/4 in. auxiliary exhaust holes were bored in
each cylinder, increasing the h. p. about 1.5 per
cent. "The brake h. p. before boring holes wa.s
about four. An Elbridge 2 cyl. 10 h. p. special
motor has lieen ordered.

Harmon's Flight Across L. I. Sound.

Clifford B. Harmon made his long promised
flight across Long Island Sound on August 20 He
started from the aviation field at Mmeola about
-.'iO o'clock. Thirty minutes later he lauded \n
(Jreenwich. Conn., in a field next to the estate of
his father-in-law. Commodore E. C. Benedict, an
airline distance of 19V2 miles. .

Mr. Harmon was unhurt. l)ut his Farman jra
chine was damaged. The flight won for Mr. Har-
mon the trophy offered by Coiniirii Life m Amriira
for the first successful aemiilane flight across the
Sound. Before starting on his trip across the
Sound he made a flight with Charles K. Hamilton
as passenger to test mil liis machine and to study
the air conditions.

11»

AERONAUTICS

October, igio

After making several laps he landed and an-
nounced that he would start out to win the trophy.
The wind was blowing about fifteen miles an hour,
lu the flight to Koslyn. where he reached the
water, the flying was over bad country. It was
a struggle to keep right side up crossing Hemp-
stead Bay, but he reached the I.ai'chmout Yaclit
Club in safety and turned over the vessels in the
harbor there at the international motor boat meet.
From her(> he flew up th(^ Sound to the island just
in front c)f his father-in-law's estate, landing on
a sandy beach ,iust across an inlet, and came down
in tall grass, after fouling some telephone wires.
That accounts for the wrecked machine.

Novice Flies 28 Miles Cross Country.

William Evans, of S17.\ East l.'th street. Kansas
City, Mo., was able to fly 2S miles across country
on his second day's experiment with the .".O-foot
Greene biplane fitted with an Elbridge four-cylin-
der engine. The first day he received the ma-
chine he made several fights back and forth the
length of the half-mile field, with a propeller
which was not designed to give a great deal of
thrust. The next day he changed the propeller
and made his 2S-mile flight across country. Glid-
ing down, he could not iiick his landing and
l)roke the front control. Percy Haslett, of Ala-
meda, Cal.. and a man named .Tones, of Tomb-
stone. Ariz., which latter ought to be a good
place for aviators, have bought Elbridge engines,
so there must be something doing.

The Greene aeroplane which Roy Crosby, of
San Francisco, bought has now been taken over by
the California .\ero & Supply Co.

, The Latest Wright Model.

At tile .\sbnry I'ark meet the first public test
was made of the new lou'^ distance Wright. The
n\a(diiue is vei-y similar to the standard tyjie, witli
th(> rear horizontal surface: practically the only
change being in the fact that the horizontal rud-
der in front is left off. In th(> places of this, the
warpa))l(' horizontal tail serves to control the mo-
tion up'and down. The advantare of this arrange-
ment is that th(>re is nothing in the forepart of
tlie macli^ne fo lie caught by sudden puffs of wind.
.\s heret(>fore constructed, wind striking the front
horizontal rudder acted with a powerful leverage
on the ma«hine, due to the dislanci^ of ihe rudder
in advance of the main planes. >i) such (>ft'ect is
expericMiced with the horizontal riKider at the rear
of the apparatus.

The forward small vertical jilanes have been
preserved in the new machine and are mounted
in the framework of the skids. This rear hori-
zontal surface^ is rigidly guyed to the outriggers
for the forward third of its length fore and aft.
I'^rom one-third back it is flexible and warped up
or down, for steering up or down respectively, by
crossed wires from the usual lever.

The planes spread 89 ft. (the older machines
were 41 ft. and the government flyer was 3(> ft.).
The engine has greater borc^ than usual, being
4% by 4. The weight is around SOO pounds.

Wheels, flexibly mounted, are fitted to this ma
chine, as we'll as to some of the other macliines.

The machine is faster and can carry more wei';lii.
It has not, however, the quickness of action that
the others have, and is not ijuite so well ad.iptecl
for cutting fancy figures, though to tlie layman
there seems to be no diffi'rence.

Constant Flying at Dayton.

There is almost constant flying at the Dayton
camp, which is proving of great interest to all
who have the opportunity of seeing it. P. G.
Parmelee is a new Wright aviator. The Wright
comjiany has purchased a section of land in the
west end of the city, and on the 7th instant broke
ground for a group of buildings which are to form
Ihe new factory. A double force of men are now
(Ui the first building, containing 14,000: sq. ft. of
fioor space which is to be used as the assembling
room of iilanes and frames. The factory plan is
of course of the most imiiroyed type, constructed of
steel, brick and cement.

Harmon Changes His Farman.

Clifford B. Harmon's Farman machine, which
was badly wrecked at Boston on the opening day
of the meet, was repaired in record time and
altered so as to make shipping and repairs less
troublesome than heretofore.

While the original dimensions and curvatures
of the Farman biplane were retained, the wings
were changed so that they are detachable from
the central body in much the same manner as the
Burgcss-Curtiss biplanes are arranged. The sur-
faces can thus be packed in a space 12 ft. long,
instead of requiring 35 ft. of space as before.

The alteration was made by the Burgess Co.
& Curtis. By rushing the force on September
4th and .")th. it was possible to ship the new
planes complete on September 8th, the time re-
quired having I)een four working days. The job
was undertaken on a Saturday night, and there
was no opportunity to obtain materials or outside
assistance owing to the apjiroaching Sunday and
holiday. The men also had been given a vacation,
with opportunities to attend the Harvard meet, as
reward for several weeks of strenuous work. It
thus became necessary to recall the force as far
as jjossible by li'legraph anil engage Messrs. Wilson
& Silsby. the Boston sailmakers, to work overtime
preparing the cloth for the surfaces.

Latest Curtiss Change.

The Curtiss aeroplane used at the Boston-Harvard
aviation meet by Glenn H. Curtiss presented a
changed appearance from the machine formerly
used by him.

Althous^h the same engine w-as used as in his
Hudson Flier the machine was altered to give
it more sueed and cut down head resistance.

The following changes were noticeable in the
Curtiss machine :

Camber of planes slightly less than in old style.
Same surface as in Hudson-Fulton flyer. Ail-
erons, four, forming rear of outer sections of upper
and lower jilaues. working upward and downward
and not down only as in Farman machine ; less
liead resistance because behind planes; normal po-
sition downward toward rear in line with rear of
planes which brings them parallel to current of
air iiassing over and under plane surfaces; front
control is a single surface, with diamond-shaped
\ crt'ical plane set stationary half above and half
below. Same controls otherwise and same chassis.
Outer sections of wings covered Ijoth sides. Middle
sections covered oni' side.

Woman to Fly Curtiss Machine.

Miss P.lanche S<'ott. tlie yoimg lady who r(>-
centl\- completed a I liins-contiuental trip in an
a\itonioliile and was a passenger in a fliglit with
C. I'\ Walsh in California, is exj>ect(>d to make lier
debut at flying a CurMss machine during the exhi-
hilinu flights in Chii-ago. preliminary to tin- start
of the Chicago-New York race.

New Design Biplane.

-V. new type of biplanes is being experimented
with by .Tames B. Slinn. of Chillicothe, 111., in
which the forward control is done away with,
using the upper i)laue for this purpose. Tli(» lower
plane is of less spread than the upper and shorter
fore and aft. The upper plane spreads 27 ft. by
.'i-l. ft., and the under one 1 ."j ft. by .3 ft. .Vllow-
ing for material cut away for propeller the sup-
porting surface totals al)out 160. The rudder is
3 ft. by 4 ft. Weight without pilot 340 pounds.
The machine is mounted ou a 3-wheeled chassis.
Materials, spruce and bamboo. .An engine of own
make will drive a G ft. propeller placed in the
rear.

.\ man named Cooley is building in Uochesier a
monster mononlane of 80-ft. spread. It resem
hies nothing that has yet appeared in the aerial
world. Two Elbridge engines drive two propel-
lers.

'I'he Cuiliss exhibition company now lias a Cur-
tiss machine traxcling as a "dead exhibit" aro.iud
the count IV to fairs and wherever there are no
facilities for flight. Moving pictures are slunvn
and a lecture given by Carl II. Carson.

130

ERONAUTICS

October, ipio

satisfied with Elbridge Engines?

"RECENT flights have been made with Elbridge ^^Featheriveight'^ Engines by Dr. Wm. M.
\. Greene, at Rochester; by Captain Bumbaugh, at Indianapolis; Edward R. Skinner, South Beach,
aten Island; J. W. McCallum, Kansas City, Mo., and many others.

o one ever complained that an Elbridge Engine lacked power or speed. Not only do they represent
are actual horse-power for weight than any others on the market, but broken parts are practically
heard of. You need never descend for "lack of power" if you use Elbridge Engines.

^tf (Greene Companp

Manufacturers of the Greene Aeroplanes

Rochester, N. Y., June

To the ELBRIDGE MACHINE COMPANY. Culver Road. Rochester, N. Y.

Gentlemen : — 1 wish to express my admiration for the performance of the 40-60 " Featherweight " engine
yesterday in the trial flight at the grounds of the Aero Club of Rochester.

My machine was driven through he air at a rate of speed I had by no means anticipated. The effect ^n my
feeling of speed and reserve power I can compare only to the exhilaration produced by a strong cocktail.

I have used several different motors in my other machines, and to-day I am more than ever convinc d \.Vm the Elbridge
"Featherweight" is the ONLY real flying machine engine on the American market.

Cordially yours, 'Signed) W

Profit by
e Experience
of Others

It is expensive and dangerous to experiment
with Aeronautic Motors unless they have
demonstrated their efficiency m actual service.
The Elbridge "Featherweight" has made good.

The Best is

Always

the Cheapest

in the End

<it:ilogue and prices for asking; our information bureau is at your service

ILBRIDGE ENGINE COMPANY

^^ero Dept."

Rochester, N. Y.

In amwering advertisenw-its please mention this niagaziuc.

AERONAUTICS

October, igio

FACTS ABOUT MOTORS I

1 he Lall Aviation Lngine

The

1st. A Four Cycle Engine. Tlie type used on 99% of all automobiles and motoreyles.
type used by all prominent aviators here and abroad, and Iiolding all aviation records.

2nd. A Water Cooled Engine. The only kind that can be dependfd upon for extended runs
without dangrer of overheating. Our spiral water jacket, together with piston pump circulation is
the most perfect I'ooliufr system yet devised.

3rd. An Opposed Cylinder Engine. The construction conceded by gas engine authorities to
be the nearest vibrationless type. By all odds the construction best adapted for aviation purposes.

4th. A Silent Engine. The only engine yet designed for aviation having both main and
auxiliary ports silenced. Hence the only aviation engine adapted for permanent use, or for other
than merely exhibition purposes.

5th. A "Fool-Proof" Engine. The utmost simplicity of construction, small number of
cylinders, together with its bjing of the usu;d Four Cycle type, enables any automobile chauff< ur to
set and run it, not one in fifty of whom have any experience with Two Cycle, Revolving Cylinder,
or V-shaped multiple cylinder engines.

6th. A Thoroughly Dependable Engine. Our Magnalium outer casing for cylinders and
cylinder heads permits of a remarkably strong construction with minimum weight ; while our Vana-
dium Grey Iron Cylinder and cylinder head linings, piston heads, valve cages, valve seats, etc., is the
only dependable material for these parts.

7th. A Superbly Beautiful Engine. The entire design is thoroughly artistic : while all ex-
posed parts not constructed of Magnalium— a shining non-con odible metal — are nickel plated, the
whole surface being polished to a mirror finish.

8th. A Phenomenally Powerful Engine. This result is secured by the use of a comparatively
small number of cylinders of generous pro|)ortions, as distinguished from a multiplicity of cylinders
with their numerous parts and bearings, and consequent friction, and liability to derangement.

9th. An Exceptionally Economical Engine. It is a matter of common notoriety among gas
engineers that economy of fuel, as compared with power developed, is .secured by large cylinders,
few in number, rather tlian by ;i multiplicity of small cylinders— a consideration of paramount im-
portance in aviation.

10th. A Moderate Priced Engine. While the material and workmanship of this engineare even
superior to the very expensive foreign makes, and not to be classed with the cheap engines Hooding
the market, yet our aim has been to furnish avi itois with a moderate priced engine, cheaper than
could be produced by themselves, except in large numbers, and with an expensive shop and foundry
equipment.

Other Aviation Engines possess a few of these advantages. This is the only engine that combines them all.
MODEL E-1: Two Cylinder; 50 Horsepower, weight, 150 lbs. - Price $1,000
MODEL E-2: Four Cylinder; 100 Horsepower, weight, 250 lbs. - Price $2,000

Prices include complete equipment, NO EXTRAS

Delivery 30 da^s: Terms, 35 'o Cash, with order ; Balance sight draft against Bill of Lading

WRITE for particulars and price of our REVERSIBLE AERIAL PROPELLER

Also of our COMBINATION RADIATOR AND HEATER, constructed of aluminum tubing. Utilize

the heat of your engine for the comfort of your passengers. Weight, 1 Mbs. per gallon of jacket water.

SEND FOR CATALOGUE C-2

*
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X THE AERIAL NAVIGATION COMPANY OF AMERICA, Girard, Kansas

t'1>^^4••^4••i•4•4•4•4•4•4•+4•4•4•4•4••^+4••i•4•4••^4•4•4•4•4•4•4•4•4••i•4•<>'^+4•4•4•4^4•4•4•4•4•4•4••i•4•4•<i•<l•4^f^

In answering adi'ertisements please mention this magazine.

AERONAUTICS

October, igio

New Greene Aeroplane.

A liiplanc built li.v Dr. William Creeno especially
foi- cross country liyiug and long distance racing
is now ready. It is of the same general style
as other (ire(>ne machines, such as already de-
scribed in detail in Aeroxattics. It lias a spread
of 30 ft. with a chord of 7 Mi ft. and a curve
depth of 2'/g in. A six-cylinder Elhridge engine
is installed which actually gives on a I'rnnv brake
test (UVo h. ],.

Two sizes of (ireene machines are now being
marlceted with prompt deliveries, 30 and :'>' ft.
spread respectively. All the Greene machines are
supplied with Elbridge engines and the Farman
type landing arrangement, liO-in. wheels, 3-in. Pal-
mer tires, r.osch magneto and Kl Arco radiators.
On the large machines the wheels are 24 in. in
diameter. What are called "practice skids" are
being used in trial flights. These are fastened
to the regular skids, as shown in the photograph.
The large machine has a chord of ft. "i/^ in. and
a depth of curve of 4^4 in. The ailerons, 1*)V2 ft. by
20 in., are attached to the rear struts instead of
being between the surfaces as in the Curtiss ma-
chines. These ailerons are operated by the usual
shoulder control.

Instead of using sockets as formerly, aluminum
castings are now employed for connections. The
surfaces are of Irish linen with a special prepara-
tion whicli is- put on after the surfaces are in
place. The cloth is stretched as tight as a drum
head and has a breaking strain of 71 lbs. per
scpiare inch. The front control is a little smaller
than that employed in the former machine (of
which full drawings were pulilished in Akuoxau-
Tics. I. Also, there is a flap attached to the rear
of the back horizontal surface which works in
conjunction with the elevator through crossed
wires. The whole rear horizontal tail can be
quickly shifted to various angles of incidence,
merely by loosening a metal clamp around the
short vertical posts at the extreme end of the
outriggers and ri'damping at the desired place on
the post.

Baldwin Flights at St. Louis.

St. Louis, Mo. — ('apt. T. S. Baldwin made some
tine tiights along the river front on September
10-12. The.se tiights were his first real ones at
an exhibition and no one can kick at the "young
man" now. In one of these, taking 10 minutes,
when he crossed over three and flew under two
bridges while in the air. Including the time he
was on the ground between the flights, it was
rhirty-six minutes from the time he started until
he landed on the aviation ground again.

Hill. Beachey has assembled the Gill machim
bought by T. W. Benoist, of the Aeronautic Suj)
ply Company, and made first trials.

Selfridge Monument Erected.

A momiment to Lieut. Thos. E. Selfridge
has been completed, and was erected over the
grave by E. A. Selfridge, father of Lieut.
Selfridge. There will be no unveiling cere-
monies or dedication of the monument. It
has been a tribute of the family throughout,
and will not be attended by any public recog-
nition. The inscription on the tablet is as
follows :

First Lieutenant

THOMAS E. SELFRIDGE,

1ST Reg't. Field Artillery,

U. S. A,

Killed in the Service

OF THE United States

IN AN Aerodrome

Accident

September 17th, igo8.

ACFII 2(k

£lbrj<j£e

fowiv.

Latest Greene Aeroplane

121

AERONAUTICS

October, 1910

AT THE MINEOLA AVIATION GROUNDS

Review of the Month's Flying.

The past month at Minoola has not seen quite
so much flying as heretofore since Harmon's flight
across the Long Island Sound, as the machine
was damaged ou that occasion and later was
shipped to Boston. Capt. Baldwin has been away
and II. S. Harkness with liis Antoinette has been
doing nothing more than running over the grass,
getting used to the grounds and machine, after
i)eiug out of the game for some month,s. Joe
Seymour has been flying constantly right along.

Tod ("Slim") Shriver has brought out a new
machine of a general Curtiss type, in which the
ailerons are outside of the main cell and attached
to the rear supports. Equipped with a Kirkham
six-cylinder engine, he has been making some good
short flights. The machine was constructed l)y
Mr. Shriver for Howard Dietz.

The second week in September, P. Brauner &
Co. brought out one of their stock machines of a
general Curtiss type, 30 x 41/0 ft., fitted with a
British-American 2G-h. p. stock automobile engine
driving a Brauner ft. diameter 4^/^ ft. pitch pro-
peller, giving at 900 revolutions 1S.5 lbs. thrust.
Some short flights have been made in it by D. Mas-
son, who was mechanic for Paulhan when he came
to America. The front elevator is a single surface.
Equipment includes the El Arco radiator, Bosch
magneto and Palmer tires.

Frank Van Anden has another biplane ready
for trial, fitted with a Cameron air-cooled auto-
mobile engine with auxiliary exhausts. It would
be of interest to know how this cools and to see
with what success flights are made, as the engine
is rated at but 24 h. p. The running gear is sim-
ilar to Capt. Baldwin's, with the front wheel off
the ground. Pennsylvania 20-in. wheels and 4-in.
tires are used. The motor has a Splitdorf mag-
neto and Breeze carburetor, as generally supplied
with Cameron engines.

Dr. II. W. Walden is building a shed of his own
and is progressing with the remodeling of his
wrecked monoplane. The new one will have Penn-
sylvania 4-in. tires and the holes in the ground
won't be so effective.

An innovation in cooling systems is employed
by George Russell and J. J. Frisbie. Two small
El Arco radiators are used, placed one on either
side of the operator, where they get all the air
there is coming. These work very satisfactorily
this way, and the head resistance does not seem to
have been any objection.

G. E. DeLong, designer of the Elbridge engine,
has started a training school, using a Shneider-
built Curtiss-type aeroplane, which he purchased
some time ago. E. P.. Gaskell, 2308 Seventh ave-
nue, New York, and F. E. de Murias, Babylon,
L. I., are the first pupils. Wisely enough, the
school does* not undertake to pay the damages
sustained in trials.

W. L. Fairchild is out mornings and evenings
practicing with his big monoplane, fitted with an
Emerson six-cylinder engine, about which he is
enthusiastic. It drives by a chain two propellers.
The George Russell machine has had its power
plant changed over from a Curtiss to a four-
cylinder Elbridge. The first part of September
he gave exhibitions on Staten Island. One of the
most successful experiences he had. was a collision
with a cow. So far as we are able to ascertain,
this is the first time that an aerial milking has
been attempted.

Sam Barton, of 238 Dumont avenue, Brooklyn,
is putting together in the Aeronautical Society's
sheds a small Ijiplane with a two-cylinder Elbridge
engine. This more or less resembles a Curtiss
machine. The elevator and the horizontal tail will
work in conjunction. The machine is only par-
tially assembled thus far. Hartford tires are be-
ing used on specially built home made wheels.

Miss E. L. Todd has a Rinek eight-cylinder
engine.

Nicholas Rippenbein is completing the assem-
bling of a light Farman type machine which was
bought from Fred Shneider. The ailerons in this
machine are between the surfaces, and instead of
being hinged at the struts and moved up and down,
are mounted on la shaft running fore and aft be-
tween the main surfaces. At the end of the shaft
is a grooved pulley over which crossed wires run.

Harry Chandler, of the Auto & Aeronautic Sup-
ply Co., and Glenn Ethridge, both of Westbury,
L. I., are building a biplane of radical construc-
tion as regards sockets, engine beds, controls and
angle. This is now ready for trial. The equip-
ment includes an Elbridge four-cylinder engine,
A-Z radiator and tank, and Hartford tires.

Philip W. Wilcox, of the Columbia University
Aero Club, has had bad luck. His first trial some
two months ago, resulted in smashing the running
gear on the ground. Charles K. Hamilton flew
it next time and broke up the landing arrangement
again. After it was all fixed up anew, stronger,
and with big 4-in. Pennsylvania tires, Wilcox at-
tempted flight himself and succeeded at the first
jump, with all the power of the Rinek eight-
cylinder engine behind him. For some little time
flights were made before the machine was" reduced
to a wreck. He is now going at it again and will
build two machines. With a Rinek propeller, 7%-
ft. diameter by 4-ft. pitch, the engine gave over
350 lbs. thrust standing.

The Garden City Co., which erected a fence
and grandstand around the grounds and now
charge admission whenever there is a sufficient
crowd of sightseers, has established a system by
which the aviators receive a certain portion of the
profits, proportioned according to the extent of the
flights made by each.

The erection of the fence, the independent atti-
tude assumed by the Company and the alleged non-
fulfillment of promises made by it has resulted
in considerable friction. The Aeronautical Society
has given the Aero Club of America an oppor-
tunity to join in a protest and issued a statement
of which the following is a part :

August 22d, 1910.

The Garden City Company,

60 Wall Street, New York City, N. Y.

Gentlemen : — When you recently (with-
out our consent) erected a high fence
around the property which you leased to
this society at Mineola and constructed
a grandstand and ticket office, you argued
it advantageous to us and promised to ac-
count for all funds and see that condi-
tions were improved generally. You now
refuse to account for what you have col-
lected and spent and are continuing to
force the public to pay money to you to
witness the flights of members of this and
other clubs on your ])roperty. You are
also collecting money for other privileges,
such as stands, sign spaces, etc., and the
public are led to believe that we are the
interested parties, although we never have
been and do not wish to be interested in
the receipts of your enterprise.

We object to this method of exploiting
our memljers. Had you turned these mat-
ters over to a joint committee represent-
ing all interests, the members and their
friends would not be repeatedly inter-
fered with by the representatives of your
real estate, and everyone legitimately in-
terested in aeronautics would have been
better satisfied.

In view of the foregoing we are obliged
to notify you tliat if conditions are not
improved we shall be obliged to restrain
you from further interference with our
rights on the property.

The Aeronautical Society.

122

AERONAUTICS

October, ipio

♦

At Garden City, L.I. I

•I"
*

*
*

IT WAS WITH A

RINEK

50 H. P., 8 Cylinder Engine

^5=% — THAT

PHILIP W. WILCOX

President Aero Club, Columbia University
On Sunday, Aug. 14, 1910

"rjT| fp\^ On first attempt,
*■ •^■i-J »» making a complete
circuit of the Aviation Field, at an
average height of from 75 to 100
feet. The aeroplane was of the
Farman type, and the speed esti-
mated was about 40 miles per hour.
Mr. Wilcox has since been making
almost daily flights, duplicating the
above.

RINEK:£Tr±

lave within the
past month or so come
rapidly to the fore, and are to-day admitted
by experts as second to none for aviation.

Successful Aviators Know
++++***+ Their Value +*+4.+*++

Any doubt you may have as to the Superior
Qualities of the Rinek Engines must be dis-
pelled after consideration of the fact that they
are amongst the very few which have been
found **All ^here/' under the severest flying
conditions :: :: :: :: :: ::

TYPE B.8, 60 H.P., weight, 275 lbs. fompU-tc
TYPE B-4, 30 H.P., weij-ht, IW Ib.s. rompletr

Phenomenal Efficiency PROPELLERS '^•"®*t Material and Workmanship

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I In answering adieitiscmenis please mention this magazine.

AERONAUTICS

October, igio

AERONAUTIC MOTORS

ESSRS. LANDAU, MOULTON and HOWE beg to
announce that they have succeeded the engineering
firm of Landau & Golden, and have established engi-
neering offices at 1777 Broadway, New York, for the design-
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CThey have a large force of experienced designers v^^hose
services are at the disposal of those desiring to develop their
own ideas, and have facilities for conducting such work in
strict privacy.

CThey also make investigations of new^ devices and manu-
facturing projects, and act as consulting engineers.
Cin addition to the above they specialize in the calculation
of stresses in structures, and conduct tests on the strength
of materials.

Landau, Moulton & Howe, Engineers

Detroit Aeronautic
Construction Co.

BUILDERS OF

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Detroit Aeronautic Construction Go. S'^KTa'

In answering advertisements please mention this magazine.

AERONAUTICS

October, igio

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offe

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original design and maximum
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SAN FRANCISCO, CAL.

In answering advertisements please viention this magasine.

AERONAUTICS

October, igio

♦ X

Lightest ^ Strongest Yet Produced

60 to 120 H. P.

type
Adopted by the
largest aero-
plane makers
and acknowl-
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superior in
workmanship,
finish and re-
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Compare them
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weight. 456
pound thrust
with eight foot
propeller, five

foot pitch, at 1000 R. P. M. Get our catalogue and reference sheet

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AEROPLANE RADIATORS

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NEW YORK

In answering (idvertiscincnt^ /^Icasc nicniioji this niaganinc.

AERONAUTICS

1.— J. J.! Frisbie, Flying.

2. Shriver-Dietz Machine. 3.— W. L. Fairchild's Monoplane. 4.— E. E. Burlingame.
5-6. Frisbie Machine. 7.- Harkness' Antoinette.

t'. S. I'eets aud Ii. C Tcetor. of the Hudsou-
I'ultoii Automol)ili' Co.. at 247 West 47tli stroet,
Xi'w York, will shortl.v bi'^iu trials at-Mineola with
a biplane, principally on the lines of a Curtiss.
with Farmau t.vpe runuiny- gears. Messrs. P<'(>ts
nnrt Teotor were members of the West 8iclo Y.
M. C. A., aero class of li)09, with Will)nr R.
Kimball as instructor.

Will)ur R. Kimball is al)Out to begin the con-
struction of an entirely new type of machine,
after a year of laboratory worl\ and experimenting
with the object of combining lifting power and
th(> propelling force of i)ropellers in connection
with i)lanes. .V model has been constructed and
successfully tlowu that shows remarkable proper-
ties of equilibrium and ease of control, and an
increase in the thi'ust obtained from propellers.

Frisbie New Mineola Star.

.T. .T. Prisl)ie has been the sensation of the
Mineola rteld. lie did not spend any time running
around the ground, but attempted flight the lirst
crack out of the box. and has been flying regu-
larly every day. with the exception of the tirst
half of September, when he arrived at Rochesiei'.
He has proven to be one of the most apt students
of flight that has been seen at Mineola.

TRI.\LS AND TRIBULATIOX.S.

Krisliie first appeared in the aviation camp at
.Mineola early in the s]iring. lie had a few luui-

dred dollars and the determination to become an
aviator. Someone offered to sell Frisbie an aero-
plane, all right from the ground, splendid motor,
etc. And Ifrisbie spent weeks that ran into months
waiting for the demonstrating flight, — which
never came. After a long time a machine was
alleged to be assembled and a thing called an
aeronautic motor was installed. The outfit col-
lapsed after a run estimated at eighteen seconds.
Frisbie had spent thirteen weeks and all his
money waiting for it.

He returned to Rochester with five cents in his
pocket, a number of obligations, among them the
support of a family. About the only thing he
had left was determination to win out, and a lot
of friends.

After further weeks of trial he secured enough
l)acking to insure the building of his own "plane,
and he ordered an Elbridge engine. In less than
a month he was ready for the air. and twenty-four
hours later he had made five short flights.

If the affair had been less serious. Frisbie's
tirst flights would have been humorous. Advised
not to leave the ground for at least a week, Frisbie
started virtuously to run across the field to learn
the use of the different controls, but he reckoned
without the thrust of the 40-h. p. two-cycle engine.
It never occured to him to throttle down, so in
a few seconds he was bounding across the field at
a terrific rate of speed : a piece of rough ground
jarred bis arirjs enough to affect the front control,

123

AERONAUTICS

October, ipTo

and less than half a minute from the time of
all his good resolutions he was in the air, 20 or 80
feet above the ground. He wavered, he wobbled.
the machine slanted from the torque of the pro-
peller; Frisbie had presence of mind to straighten
np and to try to get nearer the ground. No diffi-
culty about that ; he pushed the control forward
half an inch and the machine dove for the ground
like a falling skyrocket. Frisbie yanked back on
the control to avoid the ground, and started up
on an angle that suggested an attempt to loop the
loop.

He landed unharmed, however, and started out
again. Day after day he kept at it, practicing
whenever the breezes dropped below 10 miles an
hour. In two weeks ho had successfully accom-
l)lished a 10-mlle cross country flight, flying two or
three times around the fleld as a preliminary,
and then, without descending, starting out across
country and flying over the polo fleld at the
Meadow Brook Club, circled over the Motor Park-
way, passed over Westbury, and returned to the
fleld in 14 minutes from the time he started.

On another occasion, when Acting Mayor Mit-
chell of New York visited the fleld, Frisbie made
several flights in the rain. He also has made a
flight of some miles after dark, and safely carried
his son as a passenger on one of his early trips.

At Ontario Beach Park, near Rochester, N. Y.,
on Labor Day, J. J. Frisbie made his first appear-
ance as a professional aviator, just about three
weeks since he made his first tentative flight at
Mineola. There Mr. Frisbie, anxious to make good
before his backers and fellow-townsmen, tried one
of the most difficult things so far attempted by any
aviator. The only place from which he could
get any start was a bit of lawn about 200 feet
wide, bounded by poles, a hotel, a merry-go-round,
and sideshows; in front steep rollers piled them-
selves on the beach, driven l)y a high wind. Not
counting the people who crowded around the ma-
chine, the actual space between material obstruc-

tions through which Frisbie had to guide his
■plane was exactly 40 feet. Minor embarrassments
were two asphalt sidewalks he had to cross, each
high enough above the level to smash the wheels
on his flrst attempt to rise. Four times he started.
and four times dropped into the lake, but the fifth
time his nerve and perseverance triumphed and
he rose safel.v to a height of 50 feet and sailed
around the park, only to be again obliged to
land in the surf because the dense crowd left nol
a foot of space on the shore.

After being fished out of the water the first
time, the gasolene valve was found to be closed.
The gasolene was turned on, and off the motor
started. The Atwater-Kent coil was changed the
next day for a magneto. One trial resulted in a
smash on the sand, and he had to fly the next
time with a split propeller patched up with tin
on one blad". Vnother time the mo(or short-
circuited itself just as he was out over the lake.
The next time the iiropeller was smashed when it
struck the water, lo prove that he can fiy, Fris-
l)i(> decided to stay in Rochester until he could
eitlu'r fly across the city or cross Lake Ontario.

The Frisbie Machine.

Tile machine of .T. .1. Frisbie is a close copy of
tlie ("urtiss. The lower plane has L'GVi ft. spread
l)y 4l^ ft. fore and aft. The top plane overhangs
on each side 32 in. They are spaced 4% ft. apart.
The bamboo outriggers front and rear extend 12 14
ft. The double surface front control measures
() ft. by 28 in., surfaces 2 ft. apart. The hori-
zontal tail is 6 ft. by 28 in. The vertical rudder
is 34 in. high by 28 in. the other way. The
ailerons are 92 in. spread by 30 in. fore and aft.
extend 8 in. in front of the struts, and are pivoted
on the outer front strut. The engine is an
lOlliridge 4-cylinder, 40 h. p. Two El Arco radi-
ators are used, situated one on either side of the
operator.

^r^^i- -ru[iE.

Some Frisbie Details

124

AnkOMAUTlCS October, 1910

FLYING OUT ON THE PACIFIC COAST

nam mas,

By Cleve T. Shaffer

Flies With 5 H. P.

DONALD ir. GORDON, of Bostonia, Cal.. lias
a biplane with which he has been, doing
some remarliable worlv. The macliine has
a 5 li. p. cyl. motorcycle engine, and with Uii5
motor and a geared down propeller of his own
manufactnre. he claims to have made flights of
up to 500 ft. in length. As the weight of the
machine complete with oi^erator is 380 pounds this
would give a load carried per h. p. of 76 pounds,
which is remarkable. The machine in general con-
struction and detail remiuds one of the Roe tri-
plane, inasmuch as the same low li. p. is used, and
it has the same inverted triangular fusilage and
general appearance. Following is a description : Top
plane 20 ft., lower i.'4 ft., chord 4 ft. Distance
between planes 4 ft. 4 ins. Angle of incident
same on ground as in flight, abovit 7°. Planes
are constructed with a view to automatic
balance, and so far Mr. Gordon has never had
an occasion to use the lateral stability device
which he has also placed on the machine, even
when flying across a 15-mile wind. He claims the
machine would tilt to .'50° angle when struck by
gust, but would right itself automatically. Cam-
ber of chord. 2% ins. in 4S ins. Planes in three
block sections, semi-circular rudder operated by
foot lever, double front elevator, 32 sq. ft. area.
Power plant, 2 cyl. Curtiss motor-cycle engine, cyls.
314x31/4. weight 78 pounds with batteries and
coils. Proi)eller, ft. diameter, 5 ft. 8 ins. pitc-h.
cedar and spruce of ^Ir. (iordon's own manufacture.
The motor is speeded to 2.100 revolutions and
drives a geared down propeller at a little over
seven hundred. Weight of machine complete 240
pounds. Mr. (iordon's weight is 140 pounds. A three-
wheeled chassis is used with a novel type of

suspension of the two rear wheels. The two-leaf
spruce strips with axle attached in center are
pivoted at the front and are attached to skid at
the rear by springs. Mr. Gordon's longest flights
have so far been from 450 to 500 ft., which is the
longest distance engine will run at full speed with-
out overheating, which of course causes it to slow
down. He is now putting in a cooling fan and ex-
haust ports to keep the motor cool for longer
flights. He is also installing a 7 ft. propeller to
run at a slower speed than the present one. The
fields are so rough around his vicinity that he
claims that it is very hard to build a machine
capable of standing the racking. lie has had very
little trouble, however, beyond breaking a wheel
or two. Mr. Gordon has also had considerable
experience with gliders, having made in the neigh-
liorlmod of 50 flights of about 150 yards in leng-th.
In all of these, he says, he never had the sug-
gestion of an accident and hardly broke a stick,
reached heights of 20 ft. and flew in winds about
15 miles per hour. lie uses an inclined rail with
his glider.

.1. E. Clark, of San Francisco, has a biplane of
the new Farman type near San Jose, Cal.. in which
he is said to have made some very good flights,
the longest of about a mile. The machine is 33 ft.
spread on the top plane and 21 ft. on the bottom,
by (> ft. 3 in. chord. 30 ft. fore and aft, single
laminated ribs. A Sommer type chassis is now
used but will be changed to the four wheel Farman
type. .\n Klbridge 40-60 h. p. engine drives direct
an S ft. diameter propeller, 4 ft. pitch, thrust
has not been measured. Bosch magneto is in-
stalled. Lateral control is by shoulder brace con-
nected with semi-circular ailerons l)etween the ends
at rear of planes, and the rest of the conti'ol is
similar to the Curtiss with the usual wheel. Curva-
ture of ribs 1 in 14. Angle of incident on the
ground about 6 or 7 deg. ; 5 deg. approximate

135

AERONAUTICS

October, 1910

flying angle. Planes are covered with Naiad No,
6 laced on in panels. Weight of machine com-
plete 530 pounds.

Charles Bradley, of the Paciflc Aero Club, an
account of whoso large, high pitch, propellor test
was in the September issue of Aeron.\uticSj, got
off the ground, for a short jump, with his biplane
on September 5 in the presence of your repre-
sentative. The clutch would not hold, however,
machine came down and ran into a ditch, the axle
bent in a semi-circle but the "Camsc" wheels did
not "dish."

Mr. Bradley said that all he wanted to know
was if he could get off the ground with his large
propeller and small horsepower, and as he was
successful in this, and the machine was of rather
crude construction he demolished it and will now
begin work on a new one.

By Prof. H. La V. Twining

In January, 1910, after the Los Angeles mid-
winter meet, Chas. K. Hamilton went to San
Diego, Cal., and spent three days flying on Coro-
n,ado Island. On this occasion he flew across the
bay and down the beach into Mexico and return.
At this time Chas. F. Walsh, of San Diego, had
a monoplane which he attempted to fly. Instead
of flying, the machine ran into a fence and be-
came a total wreck. By May 2, lOlOi, Mr. Walsh
had constructed a biplane of the Curtiss type with
which he is flying. Since that time he has made
some 20,0 flights of 500 feet to 114 miles in
length, reaching an altitude of from 10 to 80 feet.
Mr. Walsh has modifled the Curtiss method of
control, using a design of his own devising. The
machine is etjuipped with a 40 h. p. Elbridge en-
gine. The aeroplane weighs 380 pounds and has
400 sq. ft. of surface. It spreads 40 feet from
tip to tip.

Mr. George Duessler has been making short
flights in his biplane at the Los Angeles aerodrome
where the Aero Club of California has its head-
quarters. The flights average some 300 feet. On
one occasion he covered 495 feet, just missing the
winning of the Knabenshue cup.

The wiruier of the cup must fly 500' feet under
power in a machine of his own construction. He
must also be a member of the Aero Club of Cali-
fornia. The last of August Mr. Duessler blew
out a cylinder head and is now repairing his
engine. J. J. Slavin is also having trouble,
but will soon be in shape to again try
for the Knabenshue cup, after his accident of
a few weeks ago. On this occasion he rose from
the ground at too sharp an angle, to an altitude of
25 ft., where the machine lost headway, resulting
in a crash to the ground. Several members were
broken and the running gear was smashed. Mr.
Slavin escaped unhurt. Slavin has a 3 cyl. 30
h. p. Elbridge engine.

On August 28 the Cannon brothers towed their
Curtiss biplane behind an automobile. The ma-
chine rose some 10 ft. above the ground where
it was maintained by use of its controls. This
furnishes excellent practice, and as soon as they
get their engine installed we can expect some
flying. On several of their towed flights they car-
ried a passenger.

The Twining ornithopter, number 3, was given
a trial last week. This model weighs 115 pounds
and the operator 150 pounds, making a total weigh
of 265 pounds. The wings are 12 ft. long by
ft. wide, giving about 100 sq. ft. of surface. Moij
powerful leverages were used in this model and
good up stroke of the wing developed.

The experiment developed a slight drive along
the ground, and on one occasion it rose bodily from
the ground to the height of one inch, upon the
down stroke of the wings. Early in the trial one
wing was l)roken so that it became flexible around
its front edge. In this condition the wing drove
the machine forward but lost in lift.

This model is a great improvement over model
No. 2, a lift of 205 pounds being obtained as
against 120 pounds in the otliin- one. Larger
and stronger wings will be constructed and an-
other trial be made this fall.

Hamilton Injured.

Chas. K. Hamilton, flying for his own account
a brand new machine on the style of a Curtiss,
but fitted with a 100 h. p. engine built to order
by Walter Christie, met with an accident while
flying at Sacramento, Cal., on September 9. In a
previous flight the machine was damaged, but the
aviator unhurt. He was burned by the water
from the radiator and severely cut and bruised.
It is believed there will be no serious results.

INCORPORATIONS

Pislier Aero Craft Construction Co., of New
York, New York ; manufacture, deal in and lease
air crafts of all kinds; capital .$100,000'. Incor-
porators, P. .7. Fisher, Encoland S. Bates, Hie-
ronimus A. Harold, all of No. 135 William St.,
New York City.

The Standard Airship Co., Cleveland, T. P. How-
ell and others ; .$5,000.

Frankford, Ind., July 1.5. — The La Marr Aero
Co., of Frankfort. Ind., organized to manufacture
aeroplanes, $50,0((0. Officers are W. B. Adams,
president ; I'erry Gable, secretary, and Fay Cress,
treasurer.

The Standard Airship Co., of Columbus, O.,
$5,(100, for the purpose of building airships. The
company will build and sell aeroplanes constructed
under patents held by H. J. Sharp. Incorporators
of the company are T. P. Ilorrell, C. A. Ricks.
A. Y. Gowen, W. C. Saeger and G. B. Collins.

Illinois Aviation Co., Chicago ; manufacturing
amusement devices ; capital, $1,400. Incorporators,
Leon S. Alschuler, Gabriel J. Norden, Chas. W.
Steefel.

MacLeod Multiplane Co., Borough of Richmond,
X. Y^ ; manufacture and sell aerial machines ; capi-
tal. $10,000. Incorporators, Malcolm MacLeod, 268
Columbus Ave., New York Citv. ; John T. Oates,
703 Bay St.. Stapleton, N. Y. ; James E. For-
rest, 276 56th St.. Brooklyn.

The Aerovehicle Co., of Atlantic City, N. J., to
manufacture and sell all kinds of vehicles for
aerial transportation ; $125,000. Incorporators,
James U. Greig and Samuel C. Fenner of Phila-
delphia and Eli H. Chandler of Atlantic City.

.Verocraft Co., Chicago, 111., $10,000; general
manufacturing, comimercial, exhibition and trans-
portation business ; Benjamin I. Gates, H. H. Aber-
nathy, J. J. Zinn.

.Vmerican Aeroplane Manufacturing Co. ; New
York; manufacture and deal in aeroplanes, gilders,
motors, etc. : capital, $100,000. Incorporators,
Benj. E. Freed, 506 E. 188th St., New York
City ; Peter J. Minck. 55 Beaver St., Brooklyn ;
Stuart J. Lebach,,50 Morningside Ave., New York
City.

Atlantic City Riviera Parkway Ocean Pier Co.,
Atlantic City, N. J. ; to acquire premises to con-
struct and operate aeroplanes, aerial transporta-
tion syst(>ms, airships, etc. Samuel J. Clark, Ray-
mond P.. Thompson and Graham Shaw incor-
porators. Capital stock $100,000.

Aerial .Manufacturing & Supplies Co., New Y'ork ;
manufacture aeroplanes, gliders, automobiles, hyd-
roplanes, etc. ; capital, $50,000. Incorporators,
/Samuel Shethar, Great Neck, Nass. Co., N. Y. ;
John Loughran, 155 2d Ave., Long Island City ;
Chas. H. Stoll, 55 Liberty St., New York Citv.

The Curtiss Exhibition Co., $20,000, Hammonds-
port, N. Y. ; promoting exhibition flights with
aeroplanes and the selling of aeroplanes for ex-
hibition purposes. Directors, Glenn H. Curtiss,

fome S. FanciuUi and Monroe Wheeler.

Bath Motor Mfg. Co., Bath, N. Y., $300,000, tak-
ing over Kirkham' Motor Co.

Charliss-Wendling Automatic Aeroplane Co., of
Houston, Tex., is being organized by C. F. J.
iMiarliss and A. Wendling to manufacture aero-
l)lanes.

The Zodiac Sky Advertising Co., Narragansett
Pier, R. I. E. Stuart Davis is president and
Sydney S. Breeze of New Y'ork is vice-president
and general manager. The directors of the com-
pany are Edward S. Beade, James M. Satterflel(}
and Benjamin Burgess Moore.

126

AERONAUTICS October, tqio

MEETINGS COMING, GOING AND GONE

IRT SHEEPJHEJiDBAr

Asbury Park Meet Concluded.

The flying by lii-ookius, lloxic, Coffyn and John
stone proved so satisfactory to tlie Astniry l'arl<
committee tliat tlie series of fliglits were continued
up to and including August liTtli. Tlie m»^i't be-
gan on August inth.

To cover fully the various stunts performed by
the Wright machines under the guidance of such
skillful aviators would take <a number of pages of
the magazine. From :', o'clock in the aftemoou
till almost dark there was something doing ever.-*'
day. Flights were made out to the ocean and
back, to various nearby resorts ; on one occasion
a landing being made on the Deal Beach Golt
Links, the machine was started again and the
return made. This flight was by Brookins and
Coft'yn, a passenger flight.

NEW WORLD'.S llECJOUD.

Walter Brookins. whose nose was seriously dam-
aged when his machine was wrecked against the
grandstand on the niiening day. was nut out of
commission long. On .Vuu'ust L'.'id be shattered
bis former record for a eiiMiplcft<' eirele by making
one in ."ii/^ seconds. .lobnstone n ide numerous
high flights, going up to .'{.(lOii feet: and many of
the flights lasted ."0 to 45 minutes.

4.0(»0 FKET nirjii.

On the I'.Mb Ilii.xie and .Tohnslene eacli made
moonlight flights with none for spectators save
the birds, and they were asleep. In the afternoon
of the same day Iloxie was np for ."iL> minutes,
reaching an altitude of 4,000 feet.

AERONAUTICS EDITOR RIDES.

On two occasions novices were taken up for
rides, only •'joy rides." as the aviators call flights
of ten minutes or so. The publisher of Aero-
N.viTics. K. r.. .Tones, was one of these two lucky
individuals, and the star reporter on the New
York Sim the other. Brookins took the former
on the latest machine, minus the front control and
mounted on wheels, up to 500 feet, sailed around
the field a number of times, made two of those
short circles for which Brookins is so famous, then'
shut the motor off and slid rapidly to the ground.

It actually makes one's heart alnwst stop beat-
ing to see Brookins start his aeroplane downwards,
tilt up on one corner and then make a hole in the
air like a cork-screw in a cork ; but to Ik- a pas-
senger on one of these whirls, find yourself slip-
ping sideways off the seat, with the green grass
showing in a nice little siiuare patch down be-
low through the en<l of the phnie. is some ex-
perience. The i)assenger is likely to wonder if it
is not possible that on this one occasion a puff
of wind may carry the machine just a degree or
two l)eyond !>o, with a finale in, l>avy .Tones' locker.

This is real flying and a passenger's sensation
in a flight like tliis varies considerably from those
in a straight -away a few feet off the ground. After
such an expi'rience the passengt'r is likely to have
considerably more r(\spect for the capabilities of
I be exiiert l)ird-men. Yet one must consider that
this was but a commonplace "joy ride," for the
intrepid Bi'ookins is doing these stunts day after
day, in his efforts to "demonstrate." as he says,
"the practicability and safety of the Wright aero-
plane."

la?

AERONAUTICS

October, igio

Sheepshead Bay Meet.

BY FilAXK S. TILLMAN.

New Yorkers were given their first real aviation
meet tlie last two weeks in August, at tlie old
Sheepshead Bay race track by Glenn H. Curtiss.
and his flock of birdmen. composed of J. C.
("Bud") Mars, Chas. F. Willard, Eugene B. Ely.
J. A. D. McCurdy and Augustus Post.

Several experiments that proved the Heropla f's
value in a new sphere were successfully accom-
jpffshed during the six days the birdmen were
flying at the field.

The greatest of these was the wireless telegraph
message sent from an aeroplane in flight by .1. .\.
D. McCurdy to II. M. Horton, the designer and
operator of a practical wireless outfit especially
adapted for sending messages from an aeroplane
in flight to a ground station.

Next in importance, from a scientific standpoint,
was i^he test for marksmanship with a regulation
U. S. Army Springfield rifle, b.v Lieut .Jacob
Earl Fickle, 29th Infantry, who fired and hit a
target placed on the ground while aloft a hundred
feet with Glenn H. Curtiss.

The meet opened on Friday, August 19, tand was
originally intended to last but Saturday, August 20.
and Sunday. August 21. Due to the success of the
first three "days the meet was extended and lasited
three additional days of Friday, August 26th and
27th, closing on Sunday, August 28th.

The opening day was featured by the number
of passengers carried by Curtiss and Mars. A
representative of every New York daily newspaper
was given a ride either by Curtiss in his Hudson
Flyer or by Mars.

It was on one of three trips when he had
Frank D. Caruthers, a well-known New York news-
paper man, as passenger, that aviator and pas-
senger all but came to a disastrous finish. Mr.
Caruthers has the distinction of being the heaviest
man ever carried as a passenger in a Curtiss
aeroplane, his weight being over 195 pounds. It
was this fact, however, that nearly resulted in
an accident.

As in all his passenger flights Mars started ai
the upper end of the field and after a short riu
flew gracefully to the lower end. Instead of sto/)
ping there with Mr. Caruthers. Mars deterniin/'d

to make a turn and land his passenger at the
starting point.

Half way around an extra stiff puff of wind
caught the heavily-weighted aeroplane and in an
instant the machine was thrown almost on its
side. For fully a minute there followed a pretty
bit of air jo keying. It required all of the skill
of Mars to regain control of his pitching, tossing,
tumbling machine. Experienced aviators on the
ground held their breath at the sight and when
Mars finally succeeded in weathering the storm and
brought his machine safely to the ground he was
greeted with a round of applause.

The flight, which was Mr. Caruthers' first trip
in an aeroplane, had not impressed the passen-
ger as it did Mars. Caruthers, when he finally
climbed out of his seat to the ground, confessed
that he had failed to realize the danger he was
in while Mars was having his struggle in the
air. The real danger to Mr. Caruthers appeared to
be at the moment of landing when the aeroplane
hounded over the ground.

In addition Mars took his wife, Mrs. Ely, wife
of .Wiator Ely : .Joseph Pulitzer, .Jr., of the New
York Worhl, and Capt. H. Kerrick of the U. S.
Army, and others, for a short .I'oy ride through
space. Willard also took up passengers.

On Friday, the 19th, four machines were in
the air over the same field, and all flying in the
same direction.

On August 20. Lieut. Fickle, in service uniform
with a full round of Ijall ammunition, first made
<i trial flight with Mr. Curtiss to determine if
the viliration of the aeroplane would destroy his
aim with a rifle. Finding that it would not, he
placed a target in the center of the field of about
three by five feet in size.

Then as a passenger with Mr. Curtiss he soared
about 100 feet and fired downward while directly
oyer his target and struck near the edge of the
mark.

/ Notable was the sending of a wireless telegram
/by McCurdy on August 27th, from his aeroplane
• while high over Sheepshead Bay, to II. M. Horton
on top of the grandstand at the track. The
message was received by Horton on the top of the
grandstand and handed to the group of newspaper
reporters.

In order to develop the aeroplane wii'eless Mr.
McCurdy and Mr. Horton since the meet have been

J, C, Mars and F. D. Caruthers

128

AERONAUTICS

October, igio

at the Curtiss factory, at Hammondsport. N. Y.,
whiTo thoj' have been making daily trials with tho
wireless apiiaratiis. which has resultpd in unusual
results, messages liaviuji been sent as far as five
miles to tlie stationary set from the aeroplane
in flight.

When the final tests had been made and Mr.
McCurdy was ready to make a flight and try out
the instruments he was given what was destined
to be the first wireless message ever sent from an
aeroplane. It had been written by Mr. Caruthers
at the request of ^Ir. Curtiss a week before. Mr.
Caruthers has carefully preserved the original of
the message wliich he prizes as one of his most
valuable possessions.

The flights on August 26th were featured by
the narrow escape and sensational flight made
by Augustus I'ost. the amateur aviator, in a
Curtiss biplane when he hurdled two fences and
made two complete short circles at the end of the
field when he avoided a fence after a beautiful
flight across the race track.

Post had never been up very high before, nor
had ever made a complete turn. He is the latest
Curtiss pupil.

Eugene P]ly, Mars and McCurdy broke honors
even, on Saturday, the 27th, Ely by flying the
longest and the highest of any aviator during the
entire meet and winning the trophy given by the
Manhattan Beach Hotel for being the only aviator
to fly over the bay to the hotel and alight on the
beach, go in for his dinner and return to the
field late in the evening.

Company. A receiving apparatus was placed at
the top of the grandstand at the track and a
.sending ai>iiaratus was secured in the machine and
placed just behind the seat. It weighed about
2."> pounds. The sending of the message was
done by J. A. D. McCurdy while in flight in his
four-cylinder Curtiss machiue. Mr. McCurdy was a
wireless expert himself and will be remembered
as on* of the members of the Aerial Experiment
Association. . ''

BY J. A. D. M CURDY.

"The telegraphic key was fastened to my steer-
ing wheel and was easily operated. For a ground
wire from the machine, we used a wire about
50 ft. long, which, after I got well into the air,
was thrown overboard and allowed to dangle be-
hind the machine, with the one end fastened to
the apparatus. The antena consisted of the guy
wiring of the machine so that the whole system
was very simi>le. I made certain definite signals
(certain letters) which were easily iiieked np by
Mr. Ilorton from his position on the grandstand.
I flew away for a distance of about two mil(>s
and circled at an elevation of about 700 ft. and
within this distance the instrument worked ex-
tremely well. So far as I know, this is the first
time that such an experiment has been performed
and now that it has been already done, it will
probably be tried extensively by Governments
abroad. Mr. Horton came up to Hammondsport
from New York and he and I have been trying
the wireless from the aeroplane here ever since,
and have made very satisfactory tests."'

Another chaptex i»i aerial achievement is lecoxded an the sending

of tills wixelesfi message i^OTn an aeroplane. «^

Mars on this day hurdled all of the steeplechase
hedges in succession in his aeroplane and also
qualified for his aviator's license.

On the early morning of the 27th he dropped
into the Lower New York bay from a height of
500 feet, in his eight-cylinder machine, and was
rescued by the wrecker Hustler and taken into
Seagate, L. I. The accident was due to a short
circuit of the magnate, when the oil push rod
came in contact with the cut-out.

Mars started from Sheepshead I'ark. flew out
across thi» marshes towards Rockaway. then turned
and flew over the ocean, passed- in front of the
Manhattan Beach Hotel, down past the lower end
of Coney Island, at Sea Gate, then turned u|) the
l)ay and dropped in the water between Swinl)urne
Island and the Atlantic Yacht Club. Tli(> distance
was about 8 or 9 miles.

The same afternoon at the Sheepshead Bay meet
he took Mr. Post's machine and made three flights
of five kilometers each, which qualified him to be-
come a licensed aviator.

The closing day of the meet was cold and dreary
luit the four thousand who braved the elemenis
in hope of seeing some flying were amply repaid.

Long cross-country flights by Ely and ilars were
the features, although Augustus Post furnished
further thrills about simdown, when in a closing
flight he could not see a fence at one end of the
field and landed astride it with slight damage
to the plane.

During the meet the aviators flew every day
as scheduled regardless of wind conditions, and
Mars who was at the track a week in advance
of the opening of the meet flew every day for four-
teen consecutive days regardless of wind or weather
conditions.

Wireless Messages Sent from Aeroplane.

The wireless experiments at Sheepshead Bay
were conducted by II. M. Ilorton. former ^wire-
less expert and chief engineer for the De Forest

W^IRELESS ON AEROPLANE*

WITH A NOTE BY

Capt. Geo. A. Wieczorek, U. S. A.

THE question of whether or not wireless
receiving set could be utilized to advantage
on aeroplanes has been frequently brought
up. So far as known, no attempt to use
wireless in this manner has yet been made. At
the Chicago automobile show a wireless system
was installed in the army aeroplane which was
used as an exhibit there, but it had never been
operated during a flight. Successful results have
been obtained operating a moilel dirigilile, steering,
stopping, starting, etc., by M. O. Anthony, as
has been previously described in Aeronautics.

An inquiry was made by this magazine of
Captain George A. Wieczorek, of the Coast Artil-
lery Corps at Fort Terry, N. Y. In reply he
says :

"Having followed the progress of wireless pretty
closely for the past eight years, it appears to
me that it would be rather diflicult to get any
I)racfical result on account of the proximity of
the spark in the cylinders of the engine. You
see. the constani discharge taking place would
s(-t up a rattle in the receiver which would be
practically continuous on account of the rapidity
with which ihe exjjlosions take place.

MAY GUIDE MACHINE BY WIRELESS.

"I believe, however, that it might be possible
to arrange an apparatus on an aeroplane and to
iluis guide its movements from the ground some
distance awav. In Cul)a several years ago I
liad an apparatus set uji only a few feet from
an engine which used an electric spark to ignite
Ihe gas in the cvlinder and after a little practice
I had no difficulty in reading signals from Key
West, or, miles off. while the engine was running.
'•An aerial for receiving could be easily and
cheaplv rigged up on an aeroplane and the lead
from it could lie run through the receiver and
grounded on the runners or steel spokes of the
wheels."
Set in type for the September number but crowded out.

AEROiSfAUTiCS

October, 1910

Exhibition Flying About the States.

Warehouse Point. Conn., Aug. 17. — Charles F.
Willard (CurtLs.s) made several flights here this
day.

Bradford. Pa., on August 23, saw good flying by
Willard. The grounds were excetnlingly dangerous
Mild the last flight ended in a damaged machine.

(ireenfleld, Mass.. Aug. 27-20. — Willard filled the
(ireenfleld date, with his large ("urtiss machine
making four fine flights, flying each day. lie flew
over the trees and the river and nearby settle-
ments, and carried a passenger on two separate
flights.

Hartford, Conn.. Sept. 5-9.— The flying at Hart-
ford was of the usual Wright efficiency and con
sistency. and the meeting was entirely satisfactory.
Frani^ "CofCyn filled the engagement witli loii-i ;iiiil
interesting flights.

Lincoln, Neb., Sept. 5-10.- -Arch. Hoxsey
(Wright) endeavored to fill a most difficult con
traci for flights between the hours of 1(» and 12 in
the morning, as well as two hours in tlie after-
noon. He found a small infleld of a half-mile
race tracl< surrounded entirely by barns, grand-
stands and trees, as a place for him to fly. In an
endeavor, on the second day. to satisfy a large
crowd, he went up successfully, luit in landing was
carried over against a barn and descended some-
wliat precipitately. Ho was not iniured. but the
main planes of the machine were badly damaged.

Minneapolis, Minn.. Sej)!. .T)-1I). — Conditions very
similar to those at Lincoln were found here. How-
ever, Iloxsey came on from Lincoln and flew, to the
great satisfaction of all concerned, completing the
engagement which was interrupted by Welsh's poor
landing. The weather was bad and there was but
three days of flying. .T. C. Mars represented the
Curtiss type of machine.

Milwaukee, Wis., Sept. 12-16. — Arch. Hoxsey
pleased the crowds at Milwaukee, though handi-
capped by poor grounds. He made a spectacular
flight on the opening day, going up 800 ft., cut-
ting figure eights, diving, etc., in a 20-mile wind.

FLYING INJURE.S EIGHT SPECTATORS.

The flight of Hoxsey"s Wright aeroplane at the
State fair on Sept. 16 resulted in an accident in
which eight persons, five women and three men,
were injured. The machine swerved sidelong from
its course above tlie racetrack and plunged into the
crowd in front of the grand stand.

The aviator was uninjured and the aeroplan(>
was only slightly damaged.

Parkersburg, W. Va. — P. O. Parmelee, a new
Wright aviator, filled an engagement here between
the 6th and 10th inclusive, as a part of a celel)ra-
tion of a home-coming week. Upon arrival. Par-
melee found that the small racetrack was not very
adequate for flying, and he therefore selected an
outside field for some work. This fact, however,
did not prevent him from doing all of the flyiii'4
vyithin the small track, with the exception of but
one day. On the last day of the exhil>ition he
flew down the Ohio River and out over the town,
returning and landing within the small infleld.
The Parkersburg committee wrote daily, express-
ing their delight and wonder at the wonderful
exhibition Mr. Parmelee was able to afford them.

OTHER EXHIBITION FLIGHTS.

Charles F. Willard filled dates at St. Johns-
bury. Vt., Sept. 1."). and at Ilolyoke, ]Mass.. Sept.
17-18. On Sept. 5-6 Eugene B. Ely flew at Kala-
mazoo, Mich. Augustus Post was at Canton, N.
Y., Sept. 13-16 ; J. A. U. McCurdy at Syracuse,
N. Y., Sept. 12th. : E. B. Ely at Rock Island, His.,
Sept. 12-17.

Aviator Eells. of the Kirkham-KcUs .Aeroplane
Company, at Bath. X. Y.. made very successful
flights before ten thousand people at the Naples,
N. Y., fair on September 15 and 3 0. The m.a-
chine, which is e(iuipped with a Kirkham 25 to :U\
h. p. 4-cylinder motor, gave evidence of extraor-
dinary speed.

Chicago-New York Race.

There are ten aviators officially entered for the
Chicago i-'o.s-f-New York 'J'iiiies Chicago-New York
race for the !|;25,0()(> prize r)etween the 8t!' and
15th of October.

Those entered are .T. C. jNIars, Glenn II. Curtiss
and C. F. Willard. flying Curtiss machines, and
either McCurdy or Ely in addition ; Capt. Thomas

S. Baldwin (Baldwin), James Radley of England
(Bleriot), Todd Shriver (Shriver-Dietz), Joseph
Seymour (Curtiss). Charles K. Hamilton (Curtiss
type ) .

The winner of the $25,000 will be the man who
first arrives in New York, provided he is there by
the 15th. Starts may be made any rim.e after
sunrise on Octoljer Sth.

-Vt Chicago, from the 1st to the 7th inclusive,
exhibition flights will bo conducted by the Chicago
Evenuiti /'o.st, in which the competitors in the race
itself are required to take part. The aviators
will l>e given a percentage of the gate receipts.
Th(> first two days are open to anyone, but the
remaining ones will be devoted to the flights of
only those who are actually starting m the race.
Sixty per cent, of the proceeds from these exhibi-
tions will l)e given the aviators taking part in the
race itself, as follows : The aviator who reaches
Xew York first or the nearest point to New York
in the time set for the race, will receive of tliis
t;n per cent, a share amounting to 40 per cent. ;
(he second l)est man gets 20 per cent.; the third,
15 per cent., and the remaining 25 per cent, is
divided pro rata among other contestants, with
the provision, liowever, that no one of these •"also
rans" shall gel more than the 15 per cent, allowed
the third man in the race.

International Aviation Tournament.

Arrangements for the international aviation
tournament, October 22-30, have at last assumed
definite form, and energetic effort is being made
to make the big meeting at Belmont Park the
most succes.sful event of the kind ever given in
.Vraerica.

The subscribers committee has raised about
^:125,()IM> in popular subscriptions, and both the
funds and the general business management of
the meeting have now been turned over to the
.\ero Corporation, Ltd., which in turn has named
several committees to take charge of the general
work of organization. Allan A. Ryan is made
chairman of the committee on arrangements and
becomes the nractical business head of the meet-
ing. J. C. McCoy, as chairman of the committee
on aviation, has charge of the programme, pro-
curing of the aviators and all things that pertain
to the sporting phase of tlie tournament.

Cash prizes to the amount of .$5(i,0(Mi are offered
and in addition to this a protit-shariug arrange-
ment has been decided upon whereby tlie aviators
will get a large part of the net receipts of the
meeting after deducting the necessary expenses.
I'nder this arrangement the aviators will receive 70
per cent, of the first .$100,000 net profits, and 40
per cent, of all sums over that. The managers
are assuming that with good weather and normal
attendance there will be something like .$200.ooo
to be divided among the aviators under this plan.

General liusiness lieadquarters of the tournament
have l)eeu opened in the Fifth Avenue Building
at Fiftli .Vvt^nue and Twenty-third Street, and a
force of experts and clerks are at work tliere put-
ting tilings into shape.

Belmont Park is undergoing such transforma-
tion as is necessary to make it suitable for the
airmen and the big crowds. All obstructions have
l)een removed from the infield where a two-and-a-
half kilometre course is being laid out for the
general events. .\ five kilometre course for the
Gordon Bennett trophy race will extend outside
of the park to tlie east, l>ut the start and finish
of all events will take place directly in front of
the grandstand.

The (iordon Bennett international race, which
will doubtless be the banner da.v (if the meeting,
will occur on October 21). and the elimination
trials for tlie selection of the American team will
probably take place October 26. Coming as it does
after the close of all other meetings here and
aliroad. it is expected that the list of entries for
the .foO-OOO prizes will be large. Nearly two
montlis before the opening of the meeting, it is
said by the management, that applications had
be(m rec(Mved from a larger number of foreign and
.\mcrican aviators than have ever appeared at any
.\.m(>rican meeting, and liy October 15. it is expected
that the aviation committee will be able to close
its books with as interesting a list of airmen as
have ever appeared at any one meeting.

For the Gordon Bennett contest France has al-
ready named Alfred Le Blanc, Hubert Latham

130

AERONAUTICS

October, ipio

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In answering advertisements please moition- this magazine.

ARkOUAUTiCS October, 19 lo

; MAMMOTH COLISEUM BLDG., ST. LOUIS, MO.

The Aero Club of St. Louis

ANNOUNCES THE NATIONAL AERO SHOW

November 17th to 24th, 1910

Complete Exhibition of Aeroplanes, Dirigibles, Sphericals,
Parts, Supplies, Accessories and All Articles of a Kindred Nature

I 'HE BUILDING contains over 38,000 sq. feet of floor space, this has been

laid out to give the public 1-3 and the exhibitors 2-3. More than half the

exhibition space has already been taken, but we wish to show our visitors the be^

variety possible — so we would appreciate and do solicit communications from all interested.

ST. LOUIS NATIONAL AERO SHOW

Coliseum Building :: :: :: St. Louis, Mo.

Ill (uiswcvnuj advcrtiseincuts please .'ncntioii this iiiagaciiu

AERONAUTICS

October, 1910

and Rene Labouchere England has officially Aero Calendar of the United States.

named as the British team Claude Grahame- uimv-o.

White. James Radley and Alec Ogilvie. In addi- Si>nt iit An^ii w,.; i,t , ■ * i-

tion to these there are severaf other foreign s ' t ^'o"' >"" P nlh/n" Pnhl ' iin " ,. n'fV''-- •

aviators \Yho have made application to be entered Gill biplane"""^ ' '^ Beachey m

for participation in the general events. Ilenrv ^(>nt- on oj. vii,-,vif,i„.., i>., i r>i,-i a i i- ^

\v<.vrn.inTi nnH T A i-moti-^no- Fii-oi-.,! t«-r% n-oii f'tpT. JU-_4 — AilentowH, I'a., (o Philadelphia and

We.Mnanii and J. Aimstiong Diexel. two well- i-oturn. J. A. D. McCurdv (Gurtissi

known American aviators, have sent over from op,-,f 01 nioan v v flsJi^t , 1 l^••Il 1 .,.

Europe their entries for the meeting, and it is tiss) -!•— Olean, N. \.. flights by ^^lllMl■d (( ur

quite likely that they will enter in the elimination '^ept. 21-22— Roanoke, Va.. E. P.. Elv (Curtiss)

trials for the Gordon Bennett. Glenn II. Curtiss. senf •>•> og TCnAwiiiV. x,\„n \v,.r,i,<^ ,, '.i

II T i- .n J- 1 4- 4 • 1 1 J? oipi. _.i-zo — ivno\\iiie. i(^iin., \\ rmiit a\ latois

who brought the trophy to America, has been of- "iiil ■nlit. 3[i P hilnr l i I nh in ( ' l" \vill;4i' 1 ! r r -

fered the jjrivilege of heading the American team tis's) I'uiii. rrrrraia ( c ut^

without taking part in the eliminatory trials, and i<^,\t •>,■ o^ t, .„„♦,.„ x- t «•■.,•, i,*^ • .

. f. 1 4 li • iv • 2. -n . 4- „ •£ J.I I oepi. — o-.jf — j-ienion, a. j., w liulit iivialors

if he accepts this ofter it will intensify the rivalrv ^J,,t- 07 qh Rn^iiowt..i- v ir w.'P i>V „ ■„/

among the other American aviators for the other Sept 27-30-PoiShke^^^^

LW O piaCGS. ti^^ t

Large sums of money are to be spent in adyer- '^^^J^^ 28— Montevista, Cal., Ilillerv Beachev in
tismg the meeting m all parts of the countrv, (^m biplane <-«>-">:■.'
and the managers are preparing for the greatest ' Sept. 28— Boston. Mass.. ('has. E. Willard (Cur-
crowds ever assembled for any sporting event m tissi ^ ..... i . ..nicnu vv^ui
the vicinity of New York City. "^-^ -B-Oid—l «elena Mont I C AFars

Curtiss has still another new machine in the n,,/ -VT^rhr^rT^i 11 ^^^ i.;.' „„t, ,;*

background in anticipation of .the proper turning ,, '(^^^iS^ew^Y^-k ' ce.' and ' b?" oth rs "'^ "''"'

rangements as regards" the race. It' the Aero ^^^- jllDaSr L^ n E B I-Tv (Cu-tiss)

Chil) makes arrangements which, in his opinion w « - w.;ci!?,;oh^ fi/'xv^^^^^

will permit him with dignity to be one of the WH' "•^s'^no^nn! Vv-!^ h" \^l T> V? r^nviv

defenders of the cup. it is pr6phesied that Ci -tiss (CurtissT Mcturdy

will be on the job with a machine expecti 1 to ri^t- q <j n;«i,,.,.^,.,,i a-, w..;„k<- „..:„+«,.

beat anvthing yet. In any case, it is pr ■ ible n^^ ^/-^^','^n.^^,o'^;,)i ''\m In^

J. C. Mars will compete in the e v <ected eli nina- (jui'LtakT ^ Beachey in

tion trials for the selection of the American team. ' ,,„4. ^p , .^' -o ;.. r,, ,•„„■!, ,.,, \i, w ■ 1,+ „ -^^

There are available for this team those holding j" 2"i?,"~r '^«°^ x^'": v Ivi: ^Mf aviators.

pilot c.rtificates of the A. C. A., the self-constituted ^ |iV~i/"nT« ai. l^JT , ■

inrloo of ono's qbilitv to flv *'^*^- 818— ^f- Eouis. Mo., aviation meet in con-

'"The tiing'lsni^t'^f pilots to whom the ^^^a^^Srs''nd'S^"""' '"''"°" '""' =

^.^'t to^SeiSS 1'"^ """^'^^ "^■'=^^^"" ^'^n^:^.r:^^\^:, E. B. Ely (Curtiss,.

licenses up to ^epremDel 1. ^^^^ 17— St. Louis. Mo., Gordon Bennett bal-

Glenn H. Curtiss. Wilbur Wright. loon race.

Frank P. Lahm. Clifford B. Harmon. Oct. 22-30— Belmont Park. L. L, international

Louis Paulham. Capt. Thomas S. Baldwin. aviation meet, including (iordon Bennett aviation

Orville Wright. J. A. Drexel. race, latter on Oct. 29.

.T. C. Mars made a successful attempt for an Oct. 28-Nov. 1 — Macon. Ga.. Wright aviators,

aviator's license at Sheepshead Bay, which license Nov. 2-12=— Philadelphia. Pa., aero show of

he will no doubt be granted at the nest meeting Pennsylvania A. C.

of the governors. Tod Shriver has also complied Xov. 17-24— St. Louis, Mo., Coliseum aero show,

with the rules. 1 )ec.,'i-S— Aero Show of A. C. of Illinois.

Capt. Thomas S. Baldwin has Iiegun the con-
struction of an aeroplane in the anticipation of Thirteen Balloons in Indianapolis Race
being one of those to defend the (Gordon Ben-
nett cup. Indianapolis, Ind.. Sept. 17. — Drifting northeast

New York, Sept. 18. — The prn.;iaiiimi' of events , from this city are thirteen lialloons. Nine of
for the international meet at P.clniont Park were,/ them are sailing to win a chance to represent

announced today. / America in the International Balloon Race at St.

The summary of the pr();.;ra!!:ui(' for the mert Louis, on October 17. and four were entered in

follows : ' ^ ' the free for all event for a diamond studded cup.

(i..rdon Bennett Internal ional .$5,000 . I'i'^t .John Berry of St. Louis, who won the

Gordon Bennett Eliminalion 1,500 American championship race last year in the bal-

Totalizatiou of duration (i.OOd '"<;n University City, entered in the free-for-aU.

(Jrand speed. 4.500 t 'le National championship entrants are 11. E.

(Jr'ind -iltitude "! 000 Iloueywi'll, St. Louis. "St. Louis" : William T.

Fastest flight— ten kiloni.^ters.' .:.';::::;;:.■ i'.idOO .Vssmann. St. Louis "Miss Sophia"y Louis von

I'asseuo'er carrviu" :! OOO I hul. St. Louis, "ilillion Population Club : .T. H.

Cross-country " 1 700 Wade, .Ir., Cleveland. "Buckiyc" ; Clifford B. Har-

Cross-countr'y passeng'ercariyiui ! '.'.'.'.'.'.'.'.'. 'I'mO "ion- ,^"''W York. "New York" : Alan R. Hiiwley.

Kilometer strai"-htawav -^ 530 ^''^^' \ork. "America ; .Vrthur r. .Vtherholt. Phila-

" ' ■ "'' N. Y., "Iloosier." and C. (J. Fisher. Indianapolis.

'Pi,j.^l !<3:?.S50 delphia, "Pennsylvania"; Cliailes Walsh, Kingston,

ii\iiv "Indiana II."

Dailv lolali/.ation of ' durat ion- S days. , The free-for-all race <'ntrants are Capt .7ohn

$850 each .i;(;i.800 I erry. St Louus "Lniversity t ity : II. W. .Jacobs.

jdiiCY Popeka, Kan.. "Topeka : Alliert Ilolse. Cincinnati.

Hourly altitude, i:! houisV.$4(iO rach .$5,200 "Urifter," and Dr. L. E. Custer. Dayton, "Luzerne."

Hourly distance — 7 hours. $400 each 2.800 • , t^ n -n

Hourly speed— 5 hours, ,$400 each 2,000 International Balloon Race.

Total $10,000 For the Gordon Bennett balloon race at St.

Louis on Oct. 17, the following forekn entrants

General jirizes $:>r!.850 have been named : '^

Meelianics' general prizes LOOO Germany. — Hauptmann von A bci'CVOP ; — Lieut.

Dailv prizes 10.000 _iJ*S<-. Ini;enieur Hans Gericke.

Ilouily prizes Ki.ooo Switzerland. — Colonel' Schaeck and Camain

:\lieheHn prize 4.o(m> Messiier. i <f

SciiMitiflc American t ropliy I'rance. .\. Le Bl^c and .lacques Faure.

Le Blanc was a French rei)resentative at St.

Total $55,650 Louis is 1007. and Yon .\bercroii represented <!er-

To better the pres(>nt standing in the lOlO many. Col. Schaeck won tb(> lOdS rare for Swit-

Michelin contest one will lia\c> to beat 244 miles zerhind. and estal)lished a world's duration record

and a duration of 5 hours and '■) iiiiinites. of 72 hours.

131

AERONAUTICS

October, tqio

HtJS^f'^^i-^

Lamson Issues Notice of Infringement.

Becker & Hlakcslee, attDrncys for Charles II.
Ivamson, of I'asadena, Cal., have sent out a letter
to various makers aud dealers iu aeroplanes, de-
manding that the recipients cease making, selling
or using flying machines. The principal claims of
the patent, witli drawings, were printed in the
July, 1910, issue of AERONwrTics. The letter fol-
lows : —

"This is formal notice to you of the
issuance of Letters Patent of the United
States, number (>6G,427. dated January '22.
190], to Cliarles II. Lamson. which said
letters patent you are infringing, in
making, using or selling flying machines
or mechanism or apparatus for navigating
the air. We are directed by Mr. Lamson,
tlie patentee, to demand of you and your
agents, attorneys and servants, that you
and each of them cease and terminate
any such act or acts of infringement of
said letters patent, or acts of infringe-
ment of said letters patent of any nature
whatsoever, and that you and each of
tliem respect said letters patent and tlie
monopoly and rights thereby granted and
awarded to said patentee. Suit for in-
fringement of said letters patent is now
pending against the Wright Company, of
Dayton. C)liio, and furtlier suits for in-
fringement of said letters patent will in
due course of time be instituted against
other infringers; and the court will l)e
asked to cn.join any sucli act or acts of
infringement, and to award to said pat-
entee the damages and profits involved in
aud flowing from any such act or acts of
infringement, and to grant such further
relief as may in eaeli instance be proper
and warranted by the facts.

"Pending adjudication upon said letters
patent, and in order that no person, firm
or corporation engaged in truly promoting
tlie .sport and art of aerial navigation may
be barred or interfered with in such
(>fforts. we are prepared to issue proper
licenses covering tlie manufacture, use,
sale aud attendant activities involving the
use of the invention covered by said let-
ters patent. Tlie initial payments on ac-
count of royalties or license fees in con-
nection with the issuance of such licenses.
will be nominal in each instance : and the
payment of the balances on account of
such license fees and royalties will be
made conditional upon such adjudication
of said letters patent as shall amount to
a determination of the validity thereof."
"Very respectfully.

"Becicer & BLAKESr.i;K.
"Attorneys and Counsel for Chas. H. Lamson."

National Council of A. C. A. Issues By-Laws.

The National Council of the Aero Club of Amer-
ica has issued its first booklet. Full details of
the organization of the Council have already been
given in Aeronautics.

The clubs now belonging to the National Coiuicil
l)ay .$:;."( a year dues and .$1 for each member. New
clubs joining the Council must pay an initiation
fee of ,$50 and ,$1 for each member. Though, if
admitted between .January 1st and July 1st. the
rate is but 50 cents for each member.

It seems more than ever ai)parent that the whi|i
hand is with the Aero Club of America, as one of
its oflicers announced at th(> tinn^ of the formation
of the new body. The by-laws provide that the
chairman of the Executive Committei' be named
bv the Aero Club of America, and in addition, the
Clnl) has the privilege of naming another voting

reiiresentative ; the otlier tliirteen composing the
I^xecutive Committee being made up of the other
members of the Council. The Executive Committee
has complete control of affairs between semi-annual
meetings of the Council, and the chairman exer-
cises executive powers between meetings of the
Executive Committee.

Following out the up-to-tlie-present-existing pol-
icy of the Aero Club of America, to have the whole
say so far as possible in matters aeronautical, the
lilan of the National Council is to have but one
elub in each State a member of the Council ; that
club in turn to have afliliated with it the local
rlubs of its State. The exception is made, how-
cn^er, of the clubs represented at the organization
meeting. As many clubs in one State or Territory
as were represented, are now members of the
Council.

Th ^ Contrst Committee has made out a very
comr' 'e s( t re-
venting of any performance by a contestant refus-
ing to conform to the rules and regulations of the
National Council, and the inflicting of penalties
and disfiualiflcations.

The Contract and License Committee is to keeji
in touch with the qualifications of all professional
and amateur aeronauts and aviators and to seek
to induce them to apply for pilot licenses.

The Academic Committ((< is supposed to be con-
versant with the work done by the various gov-
ernments, schools and laboratories, and to co-oper-
ate with educational authorities "with nower to
recciv(> donations and confer medals." The Aero
Club of America has always been gratifyingly
active in the awarding of medals, certificates of
merit, the holding of banquets and particii)atini;
in other strenuous labors. Perhaps the most im-
portant committee is the one on publicity, among
whose duties is the furnishing of news items to
the press.

Every affiliated club is entitled to one voting
member in the Council, though another representa-
tive is provided for and allowed the privilege of
attendance at all meetings and the riglit to debate
l)ut no vote.

T^romoters of meets or exhibitions are asked to
]iay a fee of .lilOO to cover the first two days of
tile meet and .$50 for each additional day.

Wheels on the Army Aeroplane.

Through the kindness of General James .Vllen.
Chief Signal Officer of the Army, we are able to
furnish some interesting details of the wIk'cI ar-
rangement on the Army aeroplane.

Tile original idea in equipping tlie macliine with
wheels was to employ a system whereby tlio
wheels would be used for starting and lioth skids
and whe(>ls would be used in landing, thus minim-
izing the amount of reconstruction of the under
structure of the macliine. and reducing the wear
and tear upon both wheels and skids in landings.
This idea has been carried out with but sliglit
modification and the results have been entirely
s itisfactory. Five wlieels 14 in. in diameter are
used. Four wheels in pairs under the machine
(one pair for each skid), and one wheel in front
to support the weight of the machin(^ in fr(nit of
the main planes. All wheels have th(> same di-
mensions, are interchanaeable and are ecpiipped
with steel rims and 2iA in. single tube fires.
Each pair of wheels under the machine are oper-
ated on a steel shaft 12 in. in length, connecting
its two wheels. This shaft rests on toil of the
skid, and is held down in place by means of a
vertical wooden block and two vertical tension
springs. .Vcross the top of the wooden block is n

133

AERONAUTICS

October, 1910

REQUA-GIBSON PROPELLERS

OUR FORMER ADVERTISEMENTS

Have inau<jurated to some extent the thought of staudord-
isation in aeronautic matters. They have evidently interested
the aero man, for as a primary result, we have received large
numbers of inquiries and orders. As a secondary result, we
can show many testimonials from vieti xc/io are JIj/in<> even/ day.

IN FUTURE

We shall advertise RESULTS-
are hard to imitate.

not |)romises. RKSL LTS

OUR PROPOSITION

If you know what you want, we will sujjply it. If you arc
not sure, we will assist you to decide. To get quick atten-
tion, enclose a small deposit, (lO/o usual). This gets your
order on file. You know our prices from former advertisements.

IF YOU HAVE ALREADY

Used our propeller, write and tell us about it at once. Your
experience will undoubtedly help others. We will print your
letter under this lieading:

MEN WHO FLY EVERY DAY

John J. Slavin Esq. of Los Angeles,
Cal. , says :

Los Angeles. Cal.. 8/31/10.
To Requa-Gibson Company,
225 West 49th Street,
New York, N. Y.
Gentlemen :

Yours of the 26th inst. received, and m reply
will say, that we have secured a 260 lbs. thrust
with your propeller at 1,400 R. P. M.

1 have made several short flights with the pro-
peller, the longest being 200 feet, when I met
with an accident which the enclosed clipping
will explain. I then wired you an order for a
7 ft. propeller.

I can honestly recommend your propeller to
anyone wishing to secure an efficient propeller,
and take pleasure in giving you this testimonial.

Very truly yours.
1645 Maple Ave. J. J. Slavin.

(NOTE : The above propeller used was a 6 ft.
Dia., by 4 ft. pitch.)

Captain T. S. Baldwin of New York, says

AIR BALDV^IN'S QUIP

"^^^ ' 'Califo rnia Arrow" tJl M. i.1

New York, July 9th. 1910.
To The Requa-Gibson Company,
225 West 49th Street,
New York. N. Y.
Gentlemen :

It give* us pleasure to be able to tell you that
your propeller has given us entire satisfaction.
1 think the silk reinforcement on the tips is a
great improvement, as I have had broken wires
etc. get caught in the propeller without doing
serious damage to same.

Whenever I can say a word for the REQUA-
GIBSON propeller, you may rest assured that I
will do so.

Yours very truly.

Thomas S. Baldwin.

In answering advertisements please mention this magazine.

AERONAUTICS

October, ipio

4i4i<M|i+4i+4i++4i*<^i++++***+***4'**'i'***++4'4'++*++*****+**++******++++*

PARAGON PROPELLERS

Quartered \Vl\ite Oak witli Spruce Interior. 8 ft. diam. 12 to 16 Pounds.

Paragon Propellers Excel

In the thrust yiven per hundred revolutions per minute

In the thrust oiven per actual horsepower absorbed

In keeping up their thrust durino- flight — insurino- high speed

In the selection of material — nothing- but edge-grain being used in any part

In correctness of design, excellence of execution and beauty of finisli

THEY ARE IN A CLASS BY THEMSELVES

*
*
4*

*
*
*

Ask us for a blank ^t
We will make vou ^

t Our Eight-foot designs give 400 to 500 lbs. thrust at i^m to 1,100 R. P. M. j;

* T

|| We have pleased every customer. We can please YOU. * ' ^" ' i i

j form on whicli to tell us about your machine and its engine

% an estimate on just what you require.
*

* .- - M 4.

* AMERICAN PROPELLER COMPANY, :: 616 G Street, N.W., Washington, D. C. %

*+ ♦♦*4'***+*****+*+********************++* ********** *++++*****H

Our propellers are calculated and desigiiedfy No uniform pitch true screws.

♦

♦ LAMINATED

SCREW ♦

TRUE

I PROPELLERS I

In Stock For Immediate Shipment

I Flights Guaranteed

♦

♦
♦

♦

♦ — =

I P. BRAUNER & CO.

♦ 3^^3^3^^T^T02nd STREET

(^UR6-ft. Propeller delivers 200 lbs.
^^ thrust at 1'200 R. P. M. C^o
you want to get the best results? If
so get a "Brauner Propeller."

CLOur Proi)eller has proven more than
satisfactory to those using it : : : :::

6 -ft. ,

7-ft.:

8 -ft.

Gi lbs.
11 "

$40.00
.50.00
60.00

Phone, 2189 Lenox

NEW YORK

No Flight :: No Money

Curtiss Aeroplane

GEORGE F. RUSSELL

State particula/s regards to grounds
Address care AERONAUTICS

250 West 54th St. :: New York

In answering advertisements please mention this magazine.

AERONAUTICS

October, 1910

GLENN CURTISS

In the flight from Albany to New York City had his bi-plane equipped with

PALMER AEROPLANE TIRES

Manufactured by
THE B. F. GOODRICH COMPANY - AKRON, OHIO

'''f?

^^m^m?mjm:mmmmi.

EQUIP YOUR AEROPLANE

WITH

Aeroplane Fabrics

Aeroplane Tires

Bumpers

Tell us what you need, and
us explain the superiorities
GOODYEAR Materials.

let
of

THE GOODYEAR TIRE
& RUBBER COMPANY

Akron, Ohio

AEROPLANE TIRES

Clincher type only, which is the lightest
and most satisfactory type for aeroplanes

SIZE Weight complete

20x4 in. 6i lbs.

26x2i " 6i "

28x2+ '• 7i '*

28x3 " 8" •'

28x3* " 81 "

Wheels also furnished for the above sizes
Pennsylvania Rubber Co., Jeannette, Pa.

BRANCHES:

New York— 1741 Broadway ; Boston— 1 67 Oliver Street ;
Chicago — 1241 Michigan Avenue; San Francisco — 512
Mission Street : Los Angeles — 930 So. Main Street.

In anszvering advertisements please mention this magasine.

AERONAUTICS

October, ipio

AEROPLANES

Aeronautical Supplies

R. O. RUBEL. JR^ & COMPANY

COMPLETE CATALOGUE

Aeronautical Supplies

F, VKKVrHINC NKKuKD TO lU' I L I) ANY TVrK FLYKR

Enclose Stamp

W'K SERVK YOr PKOMPTLY

R. O. RUBEL, Jr. & CO.

The Aero Supply House of America
13a N. 4th Street LOUISVILLE, KY., U.S.A.

A SCREW BLADE

Laminated Wood Propeller

on Iin».s giving

PERFECT PARALLEL THRUST

THE HIGHEST EFFICIENCY

ATTAINABLE

ABSOLUTELY NO LOST ENERGY

PRICE $85.00 f. o. b.

Mail or Telegraph 107^ of amt.

and we will ship C. O. D. for

balance

COFFIN PIIRABl

^'T^ BEST BY TEi^f

ALONZO COFFIN

Sole Manufacturer
67 Main Street

San Francisco California

MB?^^ssssas»^

3'\7Vic

Positi

Avail Yourself of Our FREE 30 Day\Trial

CARBURETTOR *—

= G. & A. ^=^

A! MYFR ^ \nn 244 West 49th St., NEW YORK
. «J. IVl I l^IXOy 1I1V«. gole Oivners U. S. Patent Right.<:

More Power Less Gasoline No Adjusting No Priming No Float Leveling No Springs

AUXILIARY AIR THROUGH A SERIES OF BRONZE-BALLS IN A CAGE

SPRAY NOZZLE : Automatically atomizing the proportions of gasoline for high and low speeds.
BALL CAGE : Automatically controlling the openings of auxiliary air for high and low speeds.
— -~-~—^~~~^^-^^~" Write for Booklet on Carburetion ^^~~~~^"~^^~~"~^
All persons are cautioned against infringing on the ball cage for the intake of auxiliary air

■■*#.*#-*#****###**#*4^#***#«!^*#.***********#-#***#-******#*#*-**#*#**

WOOD WORK 1

We manufacture Ribs,
Skids, Propellers, etc. All
work guaranteed to be of correct design and perfect construction.

PRICES ON APPLICATION

Chicago Aeronautic Supply Co., ^

339-1349 Clybourn Place
CHICAGO, ILL.

r##$$t ^^jp^^^^^^^^^^^^^^^^.^.^j^

In answering advertisements please mention this inaga:;ine.

AERONAUTICS

October, ipio

flat steel rod with ends turned up into whicli
ttie ends of the springs are fastened. The other
ends of the sin'ins's arc fastened to the sl^id by
means of metal bands. The two vertical springs
and wooden block are enclosed within a .ight
galvanized iron casing to prevent the springs and
block from distortion due to lateral strains. In
addition to the heavy vertical springs, four hori-
zontal springs are employed to minimize the
horizontal torque on the wheels resulting while
running on the ground. These springs are at-
tached to the shaft so that one pair exerts tension
to\\ard the rear, while the other pair opposes this
tension. The single wheel in front is provided
-with two pieces of flat spring steel which constitute
a fork for the wheel. The pieces of spring steel
are fastened to a cross bar and guyed in four
directions with steel wire to prevent movement in
any direction. These i)ieces of spring steel are
designed to support a weight of about 80 pounds
under a 7 incli deflection. This weight being suffi-
cient to force the skids to the ground. The op-
eration of the machine as regards the use of wheels
is as follows :

With the engine running and the machine held
stationary, the front end of the skids are forced
to the ground, due to the high thrust of the pro-
pellers. Upon releasing the machine it moves for-
ward slowly lat first. As soon as the front plane
is elevated, the air pressure under the elevating
plane raises the front skids and allows the front
wheel to do its work. As soon, as the momentum
of the machine, increases the weight of the ma-
chine upon the vertical springs decreases until
finally all thi- wlieels lea\-e the ground. T'pon

The Latest Gill Biplane.

The Howard W. Gill Curtiss type biplane which
made its first appearance, with successful flights,
driven by a stock 26 h. p. automobile engine, at
the Los Angeles meet, has been taken over by the
St. Louis Aeronautic Supply Co.

The later type Gill machine, on Farman lines,
and without any front rudder, has started on an
exhibit i(in career with Hillery Beachey as aviator.

The vertical control of the Gill biplane differs
from other biplanes by its location in the rear
of the machine, where it also acts as a steadying
plane as well as an elevator.

As will be seen from the drawing it consists
of two .'superposed planes which are pivoted slightly
in front of their center of pressure^ about one-
third of the distance from the front edge, both of
which i)lanes are connected front and rear by up-
riaht wires so that they work in unison.

To give added security the wires controlling the
elevator are in duplicate and besides a safety wire
is also iilaced in the rear plant. As these "planes
are hinged forward of their center of pressure
should anything happen it would have the sarnie
effect as the operator taking his hand off the
controlling lever in which event the rear planes
would point down and start the ship climbing-
upward, in this case the safety wire comes into
effect and only allows the machine to climb at a
safe upward angle, so that by slowing down the
motor the machine can be brought naturally and
safely to the ground.

A landing of this nature was made necessary
in the experimental sta^^es at Los Angeles, Cal.,

Gill Biplane Control

landing, the machiae is guided so as to land upon
me Hunt wii: el. Lender the force of impact the
front wheel is deflected upward, allowing the
skids to strike the ground. The pairs of wheels
under the machine as they strike the ground are
forced upward, allowing the skids to strike the
ground. The reaction of all the springs after the
initial impact raises the machine and allows it to
run along the ground until it comes to a full stop.

One of the most unpleasant features in landing
on wheels is the difliculty experienced in stopping
the machine after landing. This is extremely vital,
particularly when landing in a small enclosure.
This difliculty has been practically eliminated by
means of the' flexible front wheel and the use of
the front elevating control. Upon striking the
ground the front control is depressed, the air
pressure on top O'f it being suflicient to hold the
skids on the ground, thus bringing the machine
to a full stop in nearly the same space as was
formerly the case when using the skids alone.

During the month of August Lieut. Foulois made
several short flights, aggregating in time T-") min-
utes and 43 seconds. These flights were merely
experimental, and for purposes of testing out the
new system of control and the new system of
wheels.

through a broken wire, and was made without any
breakage to the machine, and in such a natural
way that those who witnessed it were unaware
until told.

A hand-lever placed on. the right side operates
the vertical control. A forward movement in-
creasing the angle of incidence in the rear tail
which raises the tail and steers the biplane down-
ward. Pulling back on the lever reverses the'
movement and steers the machine upward. This
same lever also controls the ailerons. At first
it was hinged in a universal .joint to secure both
the forward and sideway motions. This was after-
ward changed to the T-joint shown as it was found
to give a better control than l)y pivoting the
lever on a univmsal joint. In the improved .1oint
both the forward and sideway movements are more
l)ositive and distinct. With this new typo lever a
movement of the ailerons can be made without
any tendency to work the eli^vator also, or vice
versa.

At first the rear elevator was found to have
a decided lag. a movement to raise tlie ship would
apparently have no effect, which madi- the operator
feel that the lever had not l)een moved sufficiently
to raise the machine and generally resulted in and
increased movement of the lever then as tlie flyer

133

^ /

AERONAUTICS

October, ipio

would start rising duo to the first movement the
lever would bo pushed forward to carry the machine
level when on. account of the ship still rising it
would seem as if it was beyond control. By in-
creasing- the surface of the roar tail and reducing
the weight this lag. nearly always apparent in an
aeroplane controlled vertically from the rear, was
to all practical purposes eliminated.

As it is necessary for good stability to have a
machine with a rear plane it is a big advantage
to use this tail as an elevator also. To leave off
the front elevator not only makes a lighter machine
by some 40 to Sd pounds, but makes the rest of
the ship stronger by its not having to stand this
added weight, on account of their being no ol)
struction in front. In case of an accident the
operator is less liable to be caught under the ma-
ciiine and crushed. It is bound to make a faster
and therefore more stable flyer by the elimina-
tion of the head resistance of the front planes
and their supports.

Wellman Airship.

Rapid progress is being made toward the prep-
aration of the Wellman airship "America" for
its promised attempt to cross the Atlantic. Since
the last start for the pole on August 15. I'.JIO. the
airship has been enlarg<'d and improved and an
entirely new steel car placed under it. It is an-
ticipated that the voyage across the Atlantic will
require from six to ten days, depending on the
force of the prevailing winds.

Trials will be made at Atlantic City in which
the e(iuilibrium will not be used, sand and water
ballast being employed instead. These trips are
to test the machinery and get everything in run-
ning order.

The ^'America" is the second larg;est airship
over built, and next to the Zeppelin in size, but
has a larger carrying capacity than the Zeppelin.
Tile ship has been built and perfected in Paris
under the direction of Walter Wellman. and the
personal supervision of Chief Engineer Vaniman,
, who designed most of the ship and constructed
many parts and accessories.

FACTS ABOUT THE AIRSHIP ^'AMERICA.''

Length of Balloon 228 feet.

Greatest Diameter 52 feet

Volume ;}45,00O cu. ft.

1 cubic foot of air weighs 11/5 oz.

."45. 000 cubic feet of air weighs
25,800 ])(>unds.
The l)alloon is inflated with hydrogen gas gen-
erated by using eighty tons of sulphuric acid and
sixty tons of iron turnings. The gas is washed
and dried to make it as light and pure as possil)lo.
This gas weighs one-tenth of an ounce per cubic
foot and the .".45.000 cubic feet required to All
the balloon weighs 2.150 pounds, the gas being
twelve times lighter than air. The lifting force of
I lie balloon therefore is the difference between the
weight of the air displaced and the weight of the
hydrogen with which the balloon is fllled. The
total lifting force of the "America" is 23.G50
pounds.

The balloon itself, composed of three thicknesses
of cotton and silk gummed together with rubber
to make it gas tight, weighs 4,850 pounds. Un-
derneath the balloon is suspended by steel cables
the car. which weighs 4.40O pounds. This car is
l)uilt of the highest grade steel tubing and in
places withstands stresses of twelve tons. 'I'ho
car is 150 ft. in length, and the steel tank at
its base is 75 ft. long with a capacity of 1,250
gals, of gasoline. The engines, three in numher.
(two of 80 h. p. and a service motor of 10' h. p.)
arc placed in the stool car. P^ach of the large
motors drives a pair of twin screws, and each
propulsion system is indoijondont of the other. The
motors and other machinery weigh about 1.5<I0
pounds. Sleeping (juartors arc provided the crew
of six men in the triangular parts of the car.
An electric light system, a wireless telegraph
equipment and a telephone connecting the different
parts of the ship are being installed.

A specially built life-boat, constructed in Eng-
land, will be swung underneath the car, fully
equipped with provisions, water and instruments to

be used by the crew in an emergency. This life-boat
weighs less than 1,000 pounds.

Hanging from the airship by a strong steel
cable is what is known as the "equilebrator," a
part of which will float upon the surface of the
sea, the other being suspended vertically in the
air. The purpose of this is to act as an auto-
matic regulator of the upward and downward
movements of the airship. When the ship rises,
it must lift some of the eciuilebrator from the sur-
face of the sea in order to go up. and this added
weight checks the rising movement. Conversely,
when change of temperature or accumulation of
moisture causes the airship to descend, a greater
part of the equilebrator is let down upon the sea,
thus reducing the weight carried by the balloon
and checking the descent. The equilebrator is
composed of thirty steel tanks containing gasoline
and strung together by a strong steel cable. The
gasoline thus carried is a reserve supply for the
engines.

The total supply of gasoline carried will l)o 10.-
000 pounds, or about 1.800 gallons, which is con-
sidered sufficient to drive the airship from Atlantic
Cit.v to Europe. The distance is about :j,000 miles.
With one engine running, the airship will have a
speed of twenty miles per hour, and the quantity of
gasoline carried would run one engine 200 hours.
With both engines running, the ship's -speed in still
air will be about 26 miles per hour.

Patents.

Fred Lincoln Gould. Itono. Nov., assignor of one^
(juarter to .Tohn H. l»odd and one-quarter to Am-
brose M. Smith. Reno. Nov.. 086.452. .Tulv 26,
lOlOi. filed Feb. 5. 1000. FLYING M.VCHINE of
the helicopter type comprising two vertical masts,
one rotatable with the other, and each carrying
a parachute having apertures therein, with blades
set in the apertures. Moans are provided to rock
the blades so as to present different angles of in-
cidence or close entirely the apertures in the
parachute.

Clifford Broderick Cronan. Sholburno Falls.
Mass.. 965,622, July 26, lOlo. tiled Fob. 17. 1009.
FTA'IXG MACHINE consisting of a main frame
and a skeleton frame arched in its upper jjortion
and covered with thin pliable coviu-ing. The skele-
ton frame is so constructed that it may bo rocked
longitudinally and laterally. There are planes and
propellers on vertical axes within the structure
for sustention.

.Tohn G. Stites. Willowbrook. and Frank Stites.
Los .Vngeles. Cal.. 965.491. .lulv 26. 1910, filed
March 24, 1010. FLYINc; MACHINE ST'I'I'ORT-
ING I'LANE. A double canvas surface sowed in
such manner as to provide longitudinal and trans-
verse pockets. "Rafters" are inserted into the
side longitudinal pockets while a "ridge pole" is
inserted in the intermediate longitudinal iiockot
and "ril)s" are inserted into th(> transv<'rso jiockots.

.Tohn Law (J-arsed. EUand, P^ngland. 965,280, .lulv
26, 1910, filed Nov. 11, 1909. Apparatus for opoi'-
ating planes or wings and rudders of aerial ma-
chines. Two shafts are arranged end to end and
are provided at their adjacent ends with bevel
gears into which a miter gear moslies. the latter
provided with a hand wheel. In addition to the
rotation provided by the above there is also a
liandlo attached to a rocking frame stispendod
from the shafts and foot pieces applied for giving
slight rotary or oscillating motions to shafts.

Leonidas Hamlin Barringor. Charleston. W. Va.,
965.(i,S2, .Tuly 2('). lOIOi. filed May 29, 1908.
.\IRSIIII'. the characteristic feature of which lies
in an open ended casing or cylindrr oxtonditig cen-
trally and louLiitiidinally llinnmli tho cigar-shapi'd
uas bag. Tho cylinder is held in place by |)arti-
tion secured to it and to tho envelope and these
liartitions serve in addition to form separate gas
containing compartments. Th(> usual car is
suspended from the envelope and transmission
means are jirovided to rotate proitollers in the
central casing or cylinder.

134

AERONAUTICS October, 1910

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For resident and correspondence students in Ballooning {

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Imported Monoplanes and Biplanes from $4,000 to $10,000. t

Manufacturing

I. S. A. -TRIACA MONOPLANES from $3,200 to $9,000 {
I. S. A. — TRIACA BIPLANES from $3,500 to $10,000 J

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People who mean business are cordially invited to visit the {

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Provided with sheds, gas, shop equipped with machinery {

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ERONAUTIC

"Edited by"

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The first and leading paper !n Great Britain devoted to
Aviation, Aerostation, Meteorology, Aerology, Etc.

THE ONLY RELIABLE TECHNICAL JOURNAL

ISSUED A special feature is a complete illustrated list of

MONTHLY ail Aeronautical Patents published every month

U)ne Year,

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October, igio

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In ansivering advcrtis-eineiUs pjeasc mention this magazine.

AEROV.IUTICS

October, ipio

Show in Washington.

Under the auspices of the Aoro-Seientific Club
i)f Washinfiton. I). C an aero exhibit will be held
at the Uuion Station, in that city, week of
October :!(!.

An invitation is extended to all persons having
new idea^. inventions, flj-ins machines or any
aero apiiliances to exhibit. There will be no ex-
pense to exhibitors, beyond transportation.

Will also hold amateur aero meet at College
rark. mar Washington, onening October 17th. and
continuing ten days. All exhibitors having ma-
chines hvvo on exhibition can have full week for
try out and jiractice work at College Park aviation
Held and grounds, before the meet, thus becoming
familiar with field and grounds and be able to
make credible showing at the meet.

.Vll ijersons who desire to enter exhibit or wish
partlcnl;\rs in regard to meet, communicate with
F. L. Kin. secretary. 614 19th street. N. W., Wash-
ington, lie

Philadelphia Aero Show Changes Date.

'I'he arrn show which has been announced by
the -Vi ro Club of I'ennsylvania. to l)e held in the
First i4egiment Armory. Philadelphia, has been
|)ostponed a few days and will now be held No-
vember 1! to 12.

This postponement has been found necessary be-
cause a number of the aei'oplanes which will be
on. exhibition and which will be the principal at-
tractions for the public will be competitors in
the P.elmont I'ark meet, and as these races have
been put off until October 22 to 29, the arrange-
ments have been made to oijen the show on the
Wednesday following, thus siving plenty of time
to ship the machines from Long Island to Phila-
delphia and to set them up in the Armory.

In response to a number of requests from ex-
hibitors W'ho are also going to show their goods
in St. Louis, the .\. C. rf P. is arranging to have a
special car engagcn] to be jiacked with goods from
the Philadelphia show juunediati'ly on the close.
November 12, and to send this car by express to
St. Louis, so th;it the exhibit can be set up thiM'e
In time for th(> oi)ening.

The Philadelphia show is attracting unusual in-
terest among dealers in aeronautic and aviation
supplies because of tlie activity that has been
recently shown by the Aero Club of Pennsylvania.
This organization has now gone Into ballooning
with weekly asccnits scheduled. Its new grounds
for aeroplane flights at Clementon. N. .1.. have
been pronounced by those who have seen them
to be far ahead of most other grounds, both in
their natural advanta,ges and In the buildini which
has been doue on them.

The hangars on these grounds are three liun
dred feet long and so constructed that there arc-
six separate compartments, each 50 ft. wide and
40 ft. dee)), and each containing a work-bench and'
two sleeping compartments, to accommodate four
persons. The club Is also Installing a complete
machine shop to be run by a 5 h. p. gas engine,
and the fact that every one of these hangars has
already been leased for the entire winter is an
indication of the busy days that are in store for
members of this organization.

.V large ))ercentage of the space in the Aero Show
has already been taken by residents of eastern
Pennsylvania, Southern Xew .Jersey and Delaware,
of which Phihidc^lphia is tln^ natiu'iil center, these
residents having turned in remarkable numbers
to the manufactnr(> and sale of aeronautic and
aViation g(jods. The recent growth of the .\ero
Club of Pennsylvania has been one of the most
notable features of American aviation news and
the club Is being run upon a business basis which
promises well for Its future.

The "Three States Aero Show" has lieen i)Iace<l
by the club under the management of Henry M.
" Xeely, the secretary, who is also chairman of the
committee oa contests and exhibitions, and who
has had many years' exiierience in show manage
ment and publicity.

St. Louis National Aero Show.

Preparations for the St Louis National Aero
Show, to be held .November IT to 24, in. the great

Coliseum In St. Louis, under the auspices of the
.Vero Club of St. Louis, are rapidly progressing.
The manager now believes there will be on exhibi-
tion from 12 to 15 full size aeroplanes and 40
or 50 flying models.

More than 35 concerns have already contracted
for space at the show, among these are :
AEKONAriTics. Detroit Aeroplane Company. Aero-
nautic Supply Company, Goodyear Tire & Rub-
ber Company, Aeromotlon Company of America.
.Verial Navigation Company of America, Leading
Brass Company, French-American Balloon Com-
pany. Missouri Stair Company, St. Louis Pattern
& Model Company. LTnited Storage & Battery Com
pany. Lawson Publishing Company, Phoenix Auto
Supply Company. Western Oil Pump & Tank Com-
pany, (>. K. Harry Steel Company, Erker Bros.

.Vmong the complete aeroplanes to be shown will
be a Wright machine which will occupy the place
of honor at the main entrance, a Farman biplane,
a Santos lunnont "r)emoiselle," Gill biplane, Cur-
tiss biplane. Baldwin biplane, and several other
machines that have recently tried out, but have
not yet made important flights.

.\ novel exhibit will be that of the Missouri
Tent & Awning Company, makers of aeroplane
hangars, which will show a model aviation field
with a miniature grandstand, hangars and aero-
planes. .\mong the flying models there will be a
novelty in the form of a oruithopter, which actu-
ally flies in much the sam(> way as a humming
bird.

The spaces devoted to the exhibits of Inventors
or those who will show plans, or specifications,
or models of .(ircraft, in which they jleslre to
Interest capital, arc rapidly filling up.

G. L. Ilolton. manager of the show, with offices
in the Coliseum building, reports that there is
very little space left in the Coliseum and urges
manufacturers who plan to exhibit there to advise
him at once.

BALLOON TRIP OVER ROME

(Coulinued from page 111)

I was seven hours on my voyage from Kome
to Benevento. .going over the Apennines, where I
was well received by the Italians, who praised me
very much, because I had courage to defy the I'ope,
who then had a bitter feeling for some cause
against our nation. Several j)ersons hailed me
on my way. and were highly delighted to see a
great balloon pass over their heads. I made the
voyage of two hundred miles In the year ISK!*
from Rome. My American and English friends
)H-esi'nted me with a splendid flag in Uome. wliicii
they desired to st>e me wave over the city.

\t that time only the Pope's flag was allowed
to fioat over the Eternal City, by orders of the
Pope (Pius the Ninth) who reigned over the city.
His secretary. Antanelli, and (iovernor Kandl. said
I must not carry the Stars and Stripes over Rome.
On my third ascent I put my flag in the car. and
as I began the ascent I took off the Pope's flag
and i)ut in its place the Star Spangled Banner and
waved it in triumph. A tremendous shout from
.\mericans and British and the admirers of Gari-
baldi was given as I sailed off towards the beauti
ful city or villa of Tivoll at the foot of the splen
did Apennines.

I had to give away half the money received at
the villa of Borghese, an Immense garden belong-
ing to Prince Borghese, who married Pauline, the
sister of Xapoleon'the (Jreat. .\l>ont four thousand
dollars was taken at the gales. Garibaldi and
Crispi were my friends, and seemed highly de-
lighted with my courage and defiance of the Pope
and Roman powers.

At Naples I jTceived n,., liiteenth degree in Free^
unisonry at the (iariUaldi lodge. In the masonic
lodge at Palermo, where M. Crispi was the grand
master of the lodg(\ I heard him and others speak
in favor of taking Uome bv Garibaldi. The poet
Longfellow and tile (,)ueen of Naples were among
the twenty thousand people who saw my ascent
at Rome.

135

AERONAUTICS October, 1910

IN THE AERIAL MARKET PLACE

TO OUR FRIENDS-We would appreciate it very
much if you would specify in writing advertisers
that you saw the ad. in AERONAUTICS. This
will help us, and eventually he of equal service to
yourselves.

New High Powered Engine.

Owin?- to the demand for high powered engines
of 60-75 or even more horsepower, the Detroit
Aeronautic Construction Co. is contemplating put-
tins? on the marl^et an 8-c.vHnder engine. Tlieir
largest motor at present is a O-cylinder. 5 by 5.
weighing conii)l('t(' aliout llS.'i lbs., rated at »)'0-7,")
h. p.

Bosch Chicago Office Moved.

The office and headquarters of the Chicago
branch of the Bosch Magneto Company has re-
moved from the former address at 12.">:!" Michigan
-V venue, to 119-]L>1 East 24th Street. A two-story
building midway between iMichigan and Indiana
Avenues.

Demountable Rims for Aeroplanes.

'I'lie Dorian Itemountalile Itim Co. has brought
out a demountable aerdplane rim. The principle
of the construction and ojun^ation of the aeroplan<'
rim is the same as that of the automobile rim, the
chief difference being that the felloe band of the
automobile rim is shrunk on the wood felloe of the
automobile wheel, while with the aeroplane rim.
the wire spokes of the wheel are secured in the
joint as per the general practice.

'l"he five wedges of the aeroplaui' riui are made
of aluminum alloy, and the rims on which the tir(>
is lifted is of rolled sheet aluminum : the felloe
band is of steel.

The difference in weight between the rim and
a regular clincher rim is about .5V^ pounds per
wheel.

To remove the rim with the deflated tire so that
the rim with a iiroperly inflated tire can Ite lifted
in its place, it is necessary to merely remove three
of the wedges by turning the nut "■B," which is
held in thi' wedge by a plate so that it virtually
forms part of fhe wedge ; for this reason, it is im-
possible to lose a nut. The band to which the
spokes of the wheel are secured is made of an
alloy steel, and the rim holding the tire is made of
steel aluminum alloy rolled to shaiie.

On Two-Cycle Engines.

At last even conservative Mineola, the hotbed
of aviation in the East, has comi' to accept the
two-cycle engine of modernized type as one solu-
tion of the iiower problem for consistent aero-
nautic work, and none of the novice aviators
there feel their chances for achievement are good
without the now popular two-cycle engine.

In the Western States they found favor months
ago. because Western users of gasoline engines
know that all (heir fastest motor bouts for I In-

past two or three years have been driven by light-
weight two-cycle engines. And the winning of a
great motor boat even demands from the power
plant .lust what successful flight calls for, — an
engine very light for its power, very simple in
design, and one capable of turning a proi)eller
at a high speed for eonsidei-able periods of time.

Autoimobile work is entirely different ; the motor
must jiull hard in starting or climbing hills, but
runs i)ractically free on level ground, — except
where extreme high speed is maintained. Prac
tically no "stock"' automobile motor will stand
maintained high speed ; it overheats, connecting
rod bearings pound to pieces, or, most frequently,
the valves wari) and fail. The motors simply
are not designed for indefinitely long runs at max-
imum speed, consequently no really successful
flight has been made in America with an autcmo-
bile engine. Two-cycle motors have been success-
ful in motor boat work simply because they have
been designed and perfected with but two ends
in view, power for weight and long continued high
speed.

Mineola, however, knew little about boats or
l)oat engines. ^Most of the men who formed the
colony were graduates from the automobile school
and they were sceptical concerning the alleged
merits of the two-cycle engines.

"Xothing to it," they said at first, and then
lir. W. (Jreene made a couple of get-aways early
in the season.

Dr. (ireene's flights proved that the engines
would fly, so Mineola had to leave the general
and come to the particular.

"Two-cycle engines are difficult to start, "" said
the "boys"; but G. E. DeLong brought his Schnei-
der ■plane to ^lineola with an Elbridge two-cycle
engine, started it in two minutes the first time
and on the spark whenever he liked for th(> rest
of the day. The doubting Thomases were begin-
ning to scratch their heads.

"But you can't keep a two-cycle engine^ cool
with an ordinary radiator," they exclaimed, when
a iMMi. 1). radiator attached to a .")0-h. p. engine
boiled over after a ten-minutes'' run. Two or
three days later .1. .1. Frisbie installed a four-
cylinder Elbridge in his 'iilane. used two small
radiators so placed that they received an unin-
terrupted current of air, and not only did the
two-cycle engine cool properly, ))ut it was the
only engine on the aviation field that could be
run for twenty minutes at a stretch (standing)
without boiling over.

"That's a nice little engine," said Captain Bald-
win to Frisbie, when the installation had been
made and Frisbie was preparing for his trial
flight, "but a man needs more power to fly with
than you can get from four small cylinders."

"(ireat Scott ! That's too much i)ower for a
novice to monkey with," said Captain Baldwin
five minutes later, as F'risbie sailed by at a speed
approximating fifty miles an hour.

"Anyway, you can't throttle down a two-cycle
engine." was tlieir final wail, quite refuted by
different users, who throttled down the engines in
tbeii' machines so well that the 'planes could be
left standing alone with their propellers slowly
turning.

That was the last straw, ami fhe crowd bolted
for two-c.vcle engines of the "Featherweight" t.vpe.
(Jeorge Russell, who has been using a four-cycle
engine all summer installed a two-cycle and went
away to fill an engagement. Frisbie. in three
weeks, had learned to fiy so well that he threat-
ened the laurels of men who have siient mor(^
than months learning to fiy, and he found I'asy
money reaching out to him. Some half-dozen
others followed suit, until now there are more of
one make of two-cycle engines being installed at
Mineola than all ditt:'erent four-cycle makes com-
l)ined.

There now are literally dozens of them around
New York. Their chi(>f beauties seem to be
strength, power and smooth-running. They have
been in smash-ups of all kinds, but not a part of
nii\- one of the engines has bi'en broken. Several

1d(5

AERONAUTICS

October, 1910

men report leaving the grouud inside of 100 feet,
wliicli speaks well for their reserve power, and in
summing- up the operation of the engine the
Ercniufi Sun of August ."iO says it "runs like an
electric motor."

At Buffalo on Labor Day an Elbridge "Feather-
weight" installed in. the boat Elbridge V, won the
1500 Buffalo Launch Club trophy for the 25-mile
championship of the Tireat Lakes, under condi-
tions so adverse that none of the other boats,
mostly equipped with four-cycle engines of 250 to
300 h. p., finished the race.

Kven Europe has fallen victim to the seductions
of the simple two-cycle engine, there are several
new makes on the English market, and the Amer-
ican manufacturers of the Elbridge "Feather-
weight" engines are said to have declined to enter-
tain a proposition guaranteeing $."111.(1(10 per year
for Kur()])o;m manufacturing rights.

Finest Workmanship Displayed on Burgess-
Curtis Biplanes.

The Burgess Comiiany •& Curtis has good reason
to be gratified l)y the many compliments the ma-
chines received for their construction and un-
equalled finish. Several of the aviators at the
Bo.ijton meet have requested this concern to furnish
fhiui with spare parts or construct machines for
tlicm. The new 8-ft. propeller designed by W.
Starling Burgess has attracted particular attention
ever since it developed a thrust of more than 4G0
pounds. Wliile the power to produce such an enor-
mous thru.st was primarily due to the excellence
of the eight-cylinder Indian motor, it is neverthe-
less greatly to the credit of the propeller itself
that the power should be applied so efliciently.

IMPORTING CLEMENT MOTORS.

The Clement-Bayard motors, which this company
is importing direct from the manufacturer, can be
supplied at .fl.SOO each. These motors when
tested by Bleriofs engineers developed from 25
to 31 h. p. continuously and weigh less than 110
pounds. The well-known reputation of the Cle-
ment-Bayard factory is back of them.

The Burgess-Curtis machines at the Boston meet
did not show up so prominently for unavoidable
reasons. A (?0 h. p. motor for tlie Burgess biplane
owned by Messrs. Shoemaker and Hilliard arrived
only at the last moment before the meet, and Mr.
liilliard has rc(iuired a largo amount of testing
and adjusting in order to adapt the heavy motor
and its ,8-ft. propeller to a machine designed for a
light 25 h. 1). motor using a G-ft. propeller. Then,
again, the Clement-Bayard motor for the Model C
inarliine arrived only the very day on which the
-Mixicl C was shipped to the aviation field. There
wfvr many delays in getting the motor set up and
properly provided with radiator and other acces-
sories.

In view of tli(> fact that the company has not
yet succeeded in securing the services of an ex-
perienced aviator, Mr. Burgess recently decided to
undertake flying one of the Model B machines him-
.self. He has shown considerable proficiency in
making short jumps on an even keel, but as he
keenly realizes that any damage resulting to the
machine from faulty handling on the part of the
aviator would l)e attributed by the public to faults
in the biplani' itself, he is pursuing a conservative
policy and making ])rogress slowly.

Goodyear Four-Inch Tires.

Large size tires are coming more into favor, as
they deserve. They ride holes and ruts in fields
where .small tires catch and buckle the wheels.

The Goodyear Tire and Rub1)er Co. is now mak-
ing 20x4-in. detachable and 20x2-in. single-tube
tires, and expects to increase its facilities in this '
line .sliortly.

The Anzani Aviation Motor.

The .^-cylinder Anzani motor, which, since an
agency was started in the I'nited States, has
already sold well, is made in five sizes, ranging
from 10 h.p. to 45 h.p. Specifications of these
motors follow here below.

The cylinders are radially disposed and are
placed at an angle of approximately 00 degrees.
Assuming that the cylinders are numbered one,
two, thriM'. the explosions will take ])Iace first in
numlier one cylinder, thru in niunher three and

finally in number two. This distributes the ex-
plosions evenly over the circumference, which in-
sures almost perfect balancing of the engine. The
cylinders are cast in steel separatelv, the valve
chamber being solid with the chamber wall.

The valves are of the well-known mushroom
typo of nickel steel ; the inlet valves are oper-
ated automatically and are situated at the top of
the cylinders, while the exhaust valves are lo-
cated at the side of the cylinders and are oper-
ated from a single timing gear.

The air cooling as used for the Anzani motors
has proved very efficient. As the motor runs all
the time at top speed a tremendous circulation of
air is obtained, which insures perfect cooling.
Even if the motor is installed in the rear of the
machine, the suction caused l)y the propeller is
sufficient to create a draught, which in itself will
cool the motor.

The pistons are cast in .steel, and ai-e extra
light. The connecting rods are attached to a
single throw of the crankshaft. The crankshaft
is made of nickel steel and is l>alanced bv counter-
weights, which are taking the place of the fly-
wheel. No camshaft is used and a pinion is
attached to the end of the crankshaft, which
drives the timing geai-, oil pump, and ignition
timer.

The G. & A. carburetors have been adopted for
the Anzani motors and an extra light model
specially constructed for aviation is used. The
carburetor operates entirely automatically.

The ignition l)y (i-volt stdragc battery and higli
tension mmltiple unit coil or liy high-tension
Bosch magneto.

Splash lubrication. The oil is distributed
through all parts of tlie motor by means of a
rotary oil pump.

All motors are fitted with a thrust bearing,
which is placed outside of the crankcase. in case
a pushing force is required, and inside of the
crankcase when a pulling force is needed.

.Vfter the success obtained with the 3-cylinder
motor Anzani decided to construct also 4 "and 5-
cylinder motors. The 5-cylinder motor has proved
quite a success. This motor is furnished either
in 50 or 100 h.p. The same principles of con-
struction of the 3-cylinder motor have been fol-
lowed for the 5-cylinder. The cylinders are equally
distributed over the circumference. Special at-
tention has been given to the lubrication system
and the oil is forced by means of a pump through
a system of piping to all the bearings of engine.

Anzani is one of the pioneers in the manufac-
ture of aviation engines, and Bleriofs success in
crossing the English channel with an Anzani en-
gine established an enviable reputation for this
engine.

Among the famous aviators which have used
the Anzani engine we can mention the following:
l>leriot, Iielagrange. Morave. Molon, Olieslaegers,
Leblanc. Masnet, de Lesseps and Balsan.

The following machines have been from time
In time "Ansani installed:" Bleriot, Hanriot,
lellifr, A'endome, Xieuport and Dulujnnet.

137

'AERONAUTICS

Ociober, 1910

AERONAUTICS^ PERMANENT EXPOSITION

EVERY dav there are visitors to tlie PER-
MANENT EXPOSITION, wanting to
see this motor or that, tires, mag-
netos, propellers, et cetera.

The scheme has not been a complete suc-
cess, by reason of tlie very fact that some
advertisers are too successful in getting or-
ders beyond tlie immediate supply. Not a
single motor has yet been shown in the exhi-
1)1 1 ion room.

Witliin the last week tliere have been added
several most interesting exhil)its, among them
a propeller of the American Propeller Co., the
Pennsylvania tire exhibit, a sainple board of
Roebling wire and cable, H. M. H. Mills cloth,
Rubel Co. wood, Goodyear fabric. Vacuum Oil
Co., etc. ■

The value of tlie exhibition to all is at once
apparent, and every manufacturer is earnestly
asked to send in sample products just as soon
as it is at all possible.

Manufacturers should send a supply of their
catalogues find print on their circulars, sta-
tionery and letters the fact that tliey are ex-
hibitors in Aeronautics' Per.manent I-Lxpositign.

E\'ery reader of Aeronautics Is invited to call
and inspect the exhibition.

Exliibits are eitlier on hand or promised
from the following: —

Hartford Rubber Works Co Tires

Wittemann Bros Gliders and Supplies

Warner Instrument Co Aerometer

Requa-Gilison Co Motors and Propellers

Elbrldge Engine Co Engines

Pennsylvania Ruljber Co Tires

C. E. Conover Co Cloth

Edwin Levick Photos

Roebling Co Wire Cable

El Arco Radiator Co Radiators

J. A. Weaver Wheels, Etc.

Greene Co Propellers and Parts

Bosch ^lagneto Co ^Magnetos

Auto-Aero Supply Co Supplies

R. I. V. Co Ball Bearings

J. Deltour Bamboo

J. S. Bretz Co Magnetos, Bowden Wire

Aero Supply Co Supplies

Charles E. Dressier Model Maker

Wm. P. Youngs & Bros Lumber

Buel H. Green Turnbuckles

American Propeller Co Propellers

Vacuum Oil Co Oils

H. M. H. Mills Cloth

Goodyear T. & R. Co Cloth

R. O. Rubel, Jr., & Co Woods and .Joints

A SIMPLE AA^AY TO DRAAV A PARABOLIC CURVE

To construct a parabola (iu a simple manner)
draw the line AB ; and AC perpendicular
to it. On AB lay otf the points, equi-
distant. P. G, D, etc.. as many or as few
as desired, and- at any arbitrary distance. Draw
from these points the perpendiculars FP, (lE, DI.
etc. With P as a center lay off the arcs GP, DK.
HI. etc. Bisect AF at V. Taiie any point O
between V and F. erect perpendicular OL and with

given point F; and all points on curve must be
equidistant from these two. Hence, all radii must
be taken from F. FE =: AG, FJ = AH, etc.

To duplicate a particular rib from printed
data (if same is a parabola), where the greatest
depth of curve and the length of the chord is
given, one may follow this method :

If the greatest depth (or the depth at a cer-
tain distance bacii) is known to be. say, 4%

^-^^^^

-^_.

r^^-^i '

1
1

Baldfvjn Curve f<si>oveJ
Drawn to 5cale

\ 1

10^

E/-^ '

\^^-^

\ '

III

y^-^ 1 \^

•^\

\ 1

1 1 •

I-

/>7 , 1 1

I 1 1 1

^. VO F N G D H

T- Vertex f 'locus

F as center and OA as radius cut OL at L.
AG = PL. Then VLPE, etc., are points on
curve. Draw a "fair" line through the points
L, P. E. I, etc., and you have your curve. The
chord VR may be drawn ))etween any points,
dependent upon the depth of curvature and place
of greatest depth desired. Other methods may be
found in text-books. The degree of curvature
depends on the arbitrary distance AF. and this
distance must be selected to give the desired
curvature.

A parabola is defined as a curve, any point
of which is equidistant from a given line and
a given point. The given line is AC and the

in., and the chord is 4V3 ft. (54 in. divided by
4% in. z= 1 in Hi), lay out a trial parabola,
as shown in sketch, using some arbitrary distance,
say, 3.0 in., for AF. When complete take a
straight-edge 4*4 ft. long and move along the
parabola until a T-square laid on the straight-
edge will show the necessary depth at the required
point. If incorrect redraw, using another distance
for AF.

To draw a parabola to a scale of 1 in. to the
foot, with the gi-eatest height 41/2 in. at 18 iu.
back, give AF a value of 3/10 in. This can be
drawn on cardboard and then cut out with scis-
sors and used thereafter in making drawings by
working around.

138

iERONAUTlCS

October, igto

M.MACEE&SON I^^Ve's Tn^'t'ock
TENTS, FLAGS,AWNINCS

147 FULTON ST., N. Y. Tel., 5635 Cort.

AEROPLANE WHEELS

All Qi'7f»c tiuilt to order on extremely short
t\n Ol/SCb notice. CWe do experimental
ivork of all kinds. CWe are specialists in light,
.ubular, frame construction work :: :: ::

fhe tiger cycle works CO.

r82 Eighth Avenue - Phooe, Bryant, 1268 - New York

AEROPLANE WIRE WHEELS

20" X 2" Curtiss Type in Stock-WEIGHT 7 LBS.
Monoplane Tail Wheel. 16" x Ha'-Weight 3 lbs.

Farman Type Axles ^-H^^shSxLbe.

14" Wire-Spoked Steering Wheels - - Turn-Buckles

r. A. WEAVER, Jr., 956 8th Ave., N. Y.

L. B. REPAIR CO., Inc.

EXPERTS ON GASOLINE MOTORS
REMODELING and OVERHAULING
MOTORS, MAKING SPECIAL PARTS
FOR EXPERIMENTAL WORK ON

\IR, LANJV:^ WATER VEHICLES

J25 W. 57th St., K Y. Tel. 6549 Col.

iIGH- CLASS MACHINE WORK
•OR AERONAUTICAL PURPOSES

We Accomplish Results where Others Fail
'edersen Lubricators have proven to be tbe most reliable

Pedersen Manufacturing Company

(established 1884. Incorporated 1906)
J36-644 FIRST AVENUE NEW YORK

W^eaver-Ebling Automobile
Company

"WECO" OILS AND GREASES

All/Aeronautic Supplies
5230 Broadwky at 79th St., - - - New York

Supply House Offers Trophies.

The R. O. Rubel, .Jr., & Co., aero supply con-
cru, has offered twelve trophies, under various
onditions, as follows :

To the purchaser (club, private parties or man-
ifacturersj of auy make of aeronautical motor
hrough us, durinj; the year of 1910' and the first
hree months of the year 1911, we offer twelve
liver loving cups valued at $500, to the aviator
?ho remains the longest time in the air without
ouching the ground ; rises from the ground in the
hortest distance ; to the first ten aviators who fly
00 yards or more without touching the ground
fill be awarded silver loving cups. Awards to tlie
.rst ten aviators wlio qualify in making a 100
ard flight will be made commencing August 10,
910. in rotation of their (lualirtcations.

Sworn affidavits together with two witness' sig-
latures recjuired in filing report.

No other conditions are imposed except that the
ngine be purchased through the company.

Auto & Aeronautic Supply Go.

C Aeronautic Supplies of Every

Description in Stock
C, Wood Cut as per Specifications
2100 BROADWAY (73rd St.,) NEW YORK

'PHONE. 6948 COLUMBUS

New York
Chocolates

Health Food Chocolate

Most Suitable for Aeronauts or those

requiring a Non-Bulky Sustaining Food

Office, 150-154 CHAMBERS STREET, NEW YORK

»» M. MX Hj Aviator wire of high
strength — Plated finish — Easy to solder
^Aviator cord of twisted wire.

John A. Roebling's Sons Co.,

TRENTON,

N. J.

FOR ANYTHING IN AERONAUTICS

which you may desire from Fl^ri*, write to

Ladis Lewkowicz, Ervauville^Yoiret, France

and prompt attention will be giveiJvour inquiry.

SpecicJty of securing reliable and successful*id»rs. Any styles of
aeroplanes. Quickest delivery and lowest ^ur^L Manufactureis'
guarantee. Full information can be obtaidfcl fromNny lawyer and
resident representative, Eugene I. GoWIieb, Esq., 140 Nassau
Street, New York City.

PROPELLERS

C SPECIALIW MADE

For Model ai)S Full Sized
Aeroplanes.
^ Prices on ' Ap^lcation

LCDUQUET '''Z^'^ti'

Specially Selected for Aeroplanes

ALL SIZES IN STOCK
J. DELTOUR, inc., 49 Sixth Ave., New York

TELEPHONE 5565 SPRING

White Aeroplane Co.

15 Myrtle Ave., Brooklyn, N. Y.

FLYING MODELS. EXHIBITION MODELS.
MINIATURE AEROPLANE WHEELS,
ENGINES, PROPELLERS AND SUPPLIES.

Excellent facilities for experimental and model work
CATALOGUE FOR STAMP

TENTS

OF EVERY DESCRIPTION MADE ON SHORT NOTICE ^
ARTHUR F. SMITH, 93 JOHN ST., NEW YORK CITY (I

AERONAUTICS

PATENTS

20 Years Experience

*
*

*
4-

October, ipio

SPECIAL ATTENTION TO AERIAL
NAVIGATION

Send for book telling how to obtain Patents and Illustrating 100 Mechanical Movements
BOOK MAILED FREE TO ANY ADDRESS

CHAS. E. BROCK, patent attorney

4. 4;

* 913 F STREET, WASHINGTON, D.C. 256 BROADWAY, N EW YORK CITY J

+ 1 HAVE IN MY OFFICE COPIES OF ALL PATENTS GRANTED FOR AEROPLANES 4-

*
4-
*

PATENTS

Competent Patent Work Pays in the End.

You get it here at Minimum Cost.

Also Working Drawings and Reliable Data

for Flying Machines.

AUG. P. JURGENSEN, M. E.

170 BROADWAY. NEW YORK BITY

—PATENTS that PROTECT

Our N>w Book PATENT-SENSE Mailed Without CharEC

I R.S.& A.B.LACEY, Washington, P.O. Estab. 1869.

rEC I

89. 1

F. O. ANDREAE

REGISTERED

SOLICITOR OF PATENTS

Aeronautic Inventions

a specialty
at home and abroad

Pasadena,
Calif.

PATENTS

H. L. WOODWARD, 730 9th St.

0pp. U.S. Patent Office, Washington, D.C.

Serious Work
100-Page Book

FREE

JUST OUT

First Complete Aero
Book Catalogue

■SEND FOR COPY-

Aeronautics, 250 West 54th Street, New York

PATENTS

C. L. PARKER

Late Examiner U. S, Patent Office

ATTORNEY-AT-LAW AND SOLICITOR OF PATENTS

American and foreign patents secured promptly and
with special regard to the legal protection of the in-
vention. Handbook for inventors sent upon request.

30 MCGILL BUILDING

Washington, d. C.

PATENTS

SECURED OR FEE
RETURNED :

Send sketch for free search of Patent Office Records
How to Obtain a Patent, and What to Invent, with List
of inventions 'Wanted and Prizes offered for Inventions
sent free. Patents advertised free.

We are experts in AIRSHIPS and all patents and
echnical matters relating to AERIAL NAVIGATION.

VICTOR J. EVANS & CO., Washington, D.C.

HAVE YOU AN IDEA?

IF SO. WRITE FOR OUR BOOKS:

'Why Patents Pay," "100 Mechanical Movements"
citid a Treatise on Perpetual Motions — 50 Illustration;
ALL MAILED FREE

F. G. DIETERICH 8c CO. patent lawyers
803 Ouray Building, Washington. D. C.

"The Protective Patent"

This book for inventors sent free, $35.00 required

to file patent application. Total cost $65.00

TRADE MARKS REGISTERED

BEELER & ROBB, Patent Lawyers

87-90 McGill Building - - Washington, D. C.

WHAT YOU INVENTI

IL J^""nilllb A. JUnndCoOL lD~ir

AERONAUTICS A SPECIALTY

C Improvements in Aerostructures should be protected without delay. Thousands are
experimentin^JT, and your discoveries may he made and i)atented by others. A seemingly
unimportant point to-cLu'. m;o control the .\eroplaiie and Dirijrible in tlie future astheSclden
Patents control the Automobile. Do not give your ideas away; protect them with solid patents.
We render an opinion as to the patentability of any invention without charge, .^end us a
sketcli and description, photograplis or a model for immediate reijort.

Hooklets giving: full information in Patent Matters, a list of needed inventions and a history
of successful patents, mailed free. Write for them.

%^t .r-t. .^^w^wmt m w^wm. a .««.■■ k k. ■ v^ ■ r- ^ PROMPT AND PROPER SERVICE

WOODWARD & CHANDLEE 1^47 F Stree*. WasTTn-^ton, D. C.

In answering advertisements please mention this magacinc.

AERONAUTICS

October, 1910

SUBSCRIBERS EXCHANGE AND FORUM

IIELICOI'XER PATENT FOR SALIO.

W. E. Colyer, Box 391, Saranac Lako. N. Y.,
has a patent to dispose of. No. .S97.T."i8. Sept. 1,
llidS. Tlie macliiue covered therein is of the heli-
copter type, comprising- two superposed screws or
discs on concentric iipriglit sliafts driven by bevel
gears, and rotating in opiiosite directions. There
is a framework upon whicli is mounted tlie engine,
driver's seat, etc.. witli means for sliifting tlie cen-
ter of gravity b.v a lever in order to tilt the lift-
ing screws and give the whole apjiaratus a forward
movement. Steering right and left is effected by a
vertical rudder at the rear of the frame.

There are two claims in the patent, as follows :
_ \. X flying machine comprising a main frame,
'oppositelr rotating • jiroiiellrrs carried thereby, a
"snpplemi'nlal frani'^ suspended from the main frame,
said siiiiplemental frame comprising hangers pivot-
ally connected with the main frame, a bottom bar
pivotally connected with the hangers, and a link
joining the hangers above the bottom bar, drivi>
gearing supported by the main and supplemental
frames for driving the propellers, and adjusting
means connected with the bottom bar and link of
the supplemental frame for shifting the portions of
said frame to change the center of gravity of the
machine.

2. -Vtl-yiug macbi&e-eBibod^-tng K ihaTh Tranre,

j)4Xi4iiiller>v *>artied -thereby, a s«i>i>tpmental frame

suspended from, tlie main frame, said sup]ilemental
fyime eomprishig hangers pivotally cimnected with
ihe main frame, a liottom bar pivotally cunuected
wttTi the hangers, and a link joining the hangers
aT>ove the l)Ottom bar, drive gearing supported by
the main and supplemental frames for operating
tkc propellers, and adjusting means associated
with two of the aforesaid portions of the supple-
mental frame for shifting said frame to change the
center of gravity of the machine.

A NEW PEINCIPLE FOR AUTOMATIC STAIilLITY.

To the Editor. — Stability under all conditions
is a n(H-essity to a successful aeroplane, and an
automatic form of maintaining the e(|uilibrium has
an incalculable advantage over one that retiuires
the constant attention of a skilled operator. A
pendulum arrangement of the weight is cumber-
some and awkward, as is also the gyroscope, and
a complex superstructure is always at a great dis-
advantage. Neither do I believe that any perman-
ently rigid type of supporting surface, even such
as i'.ell's tetrahedronal cell system, can success-
fully meet all conditions.

I set out to lind some arrangement of the sup-
porting surfaces simple in construction that would
(•(lualize the jiressurc^ throughout the machine in
.ill atmosiiheric disturbances. I wanted something
-inch that as one side of the machiiu' would be

tilti'd up under sudden luiexen pressure, the pres-
sure would be equalized and equilibrium restored.
I wanted the angle of incidence to alter itself to
meet changing conditions, and I finally worked out
the following method :

I'lanes are hinged to each side of a central frame
or chassis so that the lines of connection (B B
in figures) will diverge sharply to the rear, giving
the vertical projection of tlu' central frame the
form of a triangle with base to the front. At
points near the extremities of the ojiposing planes
a cable is fastened which runs through a i)ullev
(A in Fig. 21 located below the level of the planes.

Now you will note that swinging one of these
planes down will increase its angle of incidence,
and, as the two sides are joined by the cable, a
movement on either side causes an opposing move-
ment on the opposite side. As the cable runs
freely on the pulley, extra pressure exerted on
one side as by a gust of wind will force that
side up, but while doing so would decrease its
angle of incidence (to the possible extent of form-
ing a negative angle), lessening the pressure due
to the advance of the machine, and not only would
that alone tend to preserve equilibrium, but the
cable would exert a downward pull on the opposite
plane, tending to increase its angle of incidence,
consequently equalizing the pressure.

An additional effect may be secured if we raise
the pulley ; then both planes will be raised and
their angle of incidence would be dtx-reased. while
lowering the pulley would have the opposite effect,
thus transferring to the nuiin supi)orting planes
the function of extra elevator planes.

Still further is it to be noticed that if the pulley
be held in place by a properly adjusted spring so
that changes in pressure due to the relative speed
of the machine would raise or lower the pulley
(hanging the angle of incidence to meet the
changes.

Bracing and trussing would have to depart from
])resent methods, as the entire strain is concen-
trated on the cable and hinge connection, but after
considerable experiment I believe that a machine
of this type may be built lighter, siiupler and safer
than a so-called rigid type. At least that has been
my experience with gliders. The principle may be
applied to either monoplanes or biplanes, though
several inherent features of the biplane seem to
favor its use with that type. Financial circum-
stances have i)revented me from experimenting in
reference to the elimination of the rear auxiliary
planes, except in the case of gliders, but I think it
can be done with advantage in a power driven
machine.

Note. — The principle is protected by patent right
ill this country.

M. B. DrXKLK.

Moscow. Idaho.

r/g: R

Figure I.

Showing two methods of Joining planes to central frame,
trork.

A. Central frame.

B. Hinged connection of planes to chassis.

Figure II.
Showing action of planes in maintaining lateral stability.

A. Pulley.

B. Hinged connection of planes.

C. Cable or connecting element,

139

AERONAUTICS

October, 1910

CORRECTION.

To the Editor. — I beg to call your attention to
the error in the specifications of drawings on pages
105-106 of September Aeronautics. On page 106.
paragraph 4, lines 19, 20 and 21 ("The longitudinal
action front and roar is simultaneous. There is no
transverse action of rear rudders except for emer-
gencies. The advantages") sliould be in para-
graph 1, page 100, lines number 5, 6 :md 7.

In paragraph 5. page 105. line 0, you have "(Fig.
II) B. E. are adjustable," etc., which should be
(Fig. II B), etc.

Any one who is interested enough to make this
correction will get a great deal more sense out of
the three paragraphs. A number have evidently
figured this out for themselves, as I liave re-
ceived several inquiries and will probably receive
more. — Very truly yours.

.T. W. FUIIKMANN.

Chicago, III.

Ladis Lewkowicz, who will be remembered in
connection with the importation of a Bleriot ma-
chine into this country, has been able to m<U^e a
flight of 40 miles in length in Holland.

James Montgomery's play. "The Aviator," was
presented by Cohan & Harris in Boston, opening
September 5. There were two boxes full of avi-
ators, including Grahame-White, Brookins, Ralph
.Tohnstone, and others. The comedy is cleverly
written and very funny.

The "Bleriot XI," which was built by the Church
Aeroplane Company, made a big "hit" with the
audience, as they were surprised to see a real
live machine, which takes five men to hold when
the engine is started up.

The Aeronautical Society of Great Britain is
going to present Octave Channte with its gold
medal. The ceremony has been delayed by his
recent sevei'e illness, but he is expected to be ovei'
in England in the autumn. The medal will prob-
ably be presented at a public dinner.

The list of aviation pilots of the .Vero Club of
France now totals 207.

CLASSIFIED ADVERTISEMENTS

FOR SALE — 7 h. p. Curtiss motor, good as new.
.1;100; first offer takes it. Max Slupar, 962(; Erie
Avenue, So. Chicago, 111.

SEXI) .$1 — For blue prints and instructions for
l)uilding approved design "Monoplane." Aero-
planes built to order : estimates and prices fur-
nished on any type of machine. .T. Horat, Lafay-
ette, Ind., manufacturer of aevoplanrs to order. "

FOR SALI-] — Curtiss type biplane completed, in-
cluding motor; real flyer, and with a record; splen-
did construction; guaranteed perfect. S. W.. care
Aeronautics.

BACK NUMBER WANTED — Will pav if;!. 00 for
copy of Aeronautics of February, 1910. Address
.\. C. \., ca)x> of Aeronautics.

FOR SALE — Ciltftiss 7 li. p. motor, complrtr.
with propeller anal all attachments. Price .$i;0(i.
.7. W. Roshon, lOy?^. Third St., Harrisburg, T'a.

CURTISS type aeroplane; guaranteed to fiv :
construction perfect in every detail. Address
Aeroplane, c. o. .\eronautics.

TYPEWRITI;RS.— All makes. Caligraphs .$6.00;
Hammond, Deusmore $10. Ou ; Remington, .f 12.00 ;
Oliver $24.00; Underwood $30.00. 15 days' free
trial and year's guarantee. Harlem Tvpewriter
Exchange, Dept. F, 18, 217 West 12.^>th 'St., New
York City.

THE AMEinCA.N

CUKKESPOXIJENCE COU

N /SCHOOL.

(A>

D FINAI, TRIALS ON

V.i.ST AEUOI'I.ANES. E .MPI.cUVNl ENT FUKNISHEU TO
rii.Ml'ETEXT AVIATORS. BEiTf' OF TEACHERS ASSURED.
rXPER THE AUSPICES Qf/tHE A.MEKK'AX AERONAUT-
ICAL sociBi'V. ADn';;:;-f; ,r"'^W y:r'}vR ..vE.vf^

140

AERONAUTICS

October, tqu)

MOTORS TESTED

Dynamometer tests of aeronautic motors
made for inventors, manufacturers and
experimenters.

Any size — Any speed
Reliable, conclusive and confidential
reports.

JOSEPH TRACY

Consulting Engineer
116 West 39th St. :: New York

STEEL TUBING

All diameters and
lauges carried In stock

ilso Nickel Steel Tubing
for Propeller Shafts

NEW YORK
30-132 Worth Street

PETER A. FRASSE & COMPANY.

PHILADELPHIA
408 Commerce Street

Importers of Piano
Wire, specially up-set
for use IR Aeroplanes

BUFFALO

50-52 Exchange Street

G. L. BUMBAUGH

029 N. Illinois St. :: :: Indianapolis, Ind.

Designer, Contractor, Operator
Constructor

Mrships and Balloons

Builder of the Balloon ' ' Chicago ' ' the
largest in the world; the "Indiana,"
which holds the endurance record of
the U. S.

For Sale — Four new spherical balloons,
four new dirigible balloons, just finished .
Will sell at reasonable prices.

TORLESS
LIGH

THE next ftVatachiev/ement in avia-
tion maj' iVe Motc/rless Flight.
Many eniiiifent /engineers and
physicists believe \t /to be attainable
by man. We kno/x^ that it is per-
formed by tlie pirOTi. Read tlie
article entitled '/SoARfWo Flight,"
bv Octave CuADtuTE, in\Jie Epitome
OF THE AeronaV'!tical Ann\\l. This

ED WIN LEVi CK

Aeronautical

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October, 'rpi

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O T E S

FROM ,.A

October, 1910

BROAD

PASSENGER SLOW AND FAST SPEED RECORT^^ Smashed his owu pievious flfture for altitude and

Bouy, France, Aug. 16. — Lieut. Mailfert, wTtb- ^lade a new mark of S^tGS ft. His propeller
passenger, in a Farmau machine, flew 12 kil. in ^ sj^opped at 4,500 ft. and the glide to earth was

minutes, an average of 17.60 m. p. h. Re-
rning, the distance was covered in 8 minutes,
speed of 55.8 m. p. h., the difference being
le to the wind.

GERMAN CROSS-COUNTRY RACE.

Frankfort, Germany, Aug. 17. — Five machines
started in a cross-country race from Frankfort to
Mannheim, for .$10,000 in prizes. Tholen I Wright)
with a passenger, had to land at Mains on ac-
count of cracked cylinder. Weincziers (Antoinette)
and .Teannin (Farman) aLso reached Mains. Two
days later the balance of the trip was made.
.Teannin shipped his machine back and made the
flight in. one stage in 1% hours. Lochner and
Lindpainter also covered the course.

FLIGHT CROSS-COUNTRY IN AUSTRIA.

Vienna, Austria, Aug. 18. — .\dolf Warchalowski
flew in his own type machine from Wiener-Neustadt
to Vienna and back, covering 110 kil. in 1 hour
and 30 minutes.

THIRTEENTH VICTI.M OF POWER MACHINE.

Rome, Italy, Aug. 20. — Lieutenant Fasqua Vi-
valdi of the Italian army was killed this morning
by a fall from his Farman aeroplane. He had
made a trip in the early morning from the military
aviation field at Ccntoci'lle to t'ivita Vecchia oii
the Mediterranean sea. thirty-eight miles from
Rome, and was returning to Rome when the ac-
cident happened. A few miles outside of Rome
the machine dashed to earth, for some unexplained
reason. At the time of the accident the aeroplane
was 300 ft. high.

ANOTHER DEATH.

Flushing. Holland, .\ug. 27. — Clement Van Maas-
dyck, flying at a height of 150 ft. when, machine
stopped and fell perpendicular to the ground : the
aviator fell on his back, the full weight of the
engine on his breast, and was instantly killed.

FLIES ACROSS LAKE GENEVA. tiir

Geneva, Aug. 28. — Armand DgMux today won
the Swiss aviation club's prize for a flight across
Lake Geneva in an aeroplane. Starting at Noville,
four miles south of Montreux. he llew to Cologne,
near Geneva. j^, . y»\ ,, <•

The distance, about forty miles, wis negotiated ^,
by M. Defaux in flft.y-six minutes. ' ■ , 'j^^v

FIVE PERSONS ON A BIPLANE. lA 1

Lille, France, Aug. 29. — Louis Breguet, the avia-
tor, took up four passengers in his biplane be-
sides himself. The total weight sustained by his
machine, including the gasoline, was 921 pounds.

This feat is Ik f 'w'^ rd - to be a world's record.

Paris, Aug. 20. — M. Bielovueei made a sensa-
tional aeroplane flight above Paris today, and
circled above the Eiffel Tower at a height of
2,450 feet.

NEW WORLD HEIGHT RECORD.

Havre, France. .Vug. 20. — Leon Morane, in his
Bleriot, broke the world's altitude record, reach
ing a height of 'r-,054 ft.

Ostend, Belgium. Sept. 2. — Miss Helene Dutrieu.
the French aviator, established a new record for
woman pilots in distance and altitude with a pas
senger today. With a companion, in her Farman
areoplane Miss Dutrieu flew fromi this city to
Bruges and returned, without alighting, a dis-
tance of aliout 28 miles. At Bruges she circled
above the famous l)elfry of Les Halles, at a
height of 1,300 feet.

A.NOTIIER FAST I'ASSENGER FLIGHT.

Douai. France, Sept. 2. — A military aeroplane
piloted by Louis Breguet and carrying also Capt-
Madiot, who made observations, flew from here
to Arras and return today at a rate of 55 % miles
an hour, estalilishing a new record for speed with
a passenger.

WORLD HIGH RECORD AGAIN BROKEN.

Beauville, France, Sept. 3. — Leon Morane broke
the world's altitude record again today. He

FLIES FRO.M PARIS TO BORDEAUX.

today from .Vngouleme. com-

<HOf his flight from Paris to-- ^

the trip with only throve /

$ielovucci's tiiu.e from' Paris »

Bordeaux, France, Sept. 3. — M. Bielovueei „.
rived at 12 :25 p. m. today from .Vngouleme. com-
pleting the final stage<n6f

Bordeaux. He made

intermediate stops. Bi _ ..

to Bordeaux was 6 hours l4..jBrflutes of a'cUial
flying and the.rout,e covered is estimated at 335
miles. \/^ (\I0

The first stage was to Orleans. 110 kil.. on
Sept. l.A The following morning he flew 17,0 kil.
to Chatellerault in 1 hour and 45 minutes. .Vfter
lunch he reascended and continued to Angouleme.
135 kiUX The next morning he completed the trip.
The speedy fr ii i th i 170 liil. .L i t figures J|» m. p. h.
average. VHis machine is a Voisin. ^ ^^ v *

MOISSANT FINALLY REACHES LONDON. ^^ •'^ V

London, Sept. 6. — J(?Iin' B. Moissant, the .Vmeri-
can aviator who started from Paris on August
16 for a flight to London in his Bleriot, and who
after crossing the English Channel with his
mechanician as a passenger, met with several mis-
haps, finally reached the Crystal Palace at 5 :30
o'clock this afternoon. After circling the palace
he flew off in the direction of Beckenham without
alighting.

Moissant. with his miechanician, Albert Fileux.
as a passenger, left Paris Aug. 16, and reached
.Vmiens without mishap the same evening. The
next day he left .Vmiens and crossed the Channel
with a passenger, thereby making a new record.
He was compelled to descend at Tilmanstone,
about seventy miles from London, because of high
winds. He resumed his .iourney to London the
next day, but was compelled to land at Upchurch,
about 'thirty-five miles from London, on account
of the wrecking of his propeller and damage to
his planes.

He started again, on August 20, but met with
another accident after going about five miles and
landing at a place between Gillingham and Twy-
dale. He made other attempts to reach London
since that time, but was compelled to descend after
.making very little progress.

Moissant started again this morning, but had
to come down at Oxford, some twenty-five miles
from London. lie made slight repairs here and
then started on the flight which brought him to
his goal early this evening.

NE'VV RECORD FOR HEIGHT.

Issy, Sept. 8. — George Chavez, a young Peruvian
aviator, broke the world's record for height, rising
in a 50 h. p. Bleriot monoplane S»%il2 ft. in
a flight taking 41 minutes.

DESTRUCTION OP ZEPPELIN VI.

Baden Baden. Germany, Sept. 14. — The Zeppelin
VI., took fire after au oxijlosion, while being-
warped into her shed.

The Zeppelin VI. during the past eighteen days
has made thirty-four passenger trips, covering
about 2, Goo miles, and carrying more than 3(mi
passengers. The flights of the dirigible were made
regularly, often in unfavorable weather. The air-
ship ascended at 11 :20 o'clock today with twelve
passengers for a trip to Heilbronn. It had covered
abmii twenty miles, when a motor in the forward
gondola acied badly. It was impossible to effect
satisfactory repairs, and after some time had been
spent in the futile effort, the airship returneii k

here. <!, ^^

The Zepjielin VI. will be best remembered by
its notable flight from Friedrichshafen to Berlin^j.
when it carried Count Zeppelin, the inventor, on a -
visit to lOmix'ror William. The airship was l)uilt
in 1909, but had since been altered and enlarged.
Suspended from the center was a luxuriously fur- ■
nished cabin. She carried a crew of ten men. '," '-^

\ji

141

/, r. ^J^

j>'

AERONAUTIC^

Octoh

er, 1910^

mmsm

250 West 54th Street
New York

Cable; Aeronautic, New York
'Phone 4833 Columbus

PUBLISHED BY

AERONAUTICS PRESS, INC.
A. V. JONES, Pres't — — E. L. JONES, Treas'r-Sec'y

subscription rates
United States, $3.00 Foreign. $3.50

ADVERTISING REPRESENTATIVES;

E. F. INGRAHAM ADV. CO.

116 NASSAU STREET NEW YORK CITY

No. 39

OCTOBER, 1910

Vol. 7, No. 4

JTiCS PRESS,

Entered as second-class matter September 22, 1908, at the Postoffice
New York, under the Act of March 3, 1879,

C AERONAUTICS is issued on the 20th of each month
All copy must be received by the 10th. Advertis-
ing pages close on the l5th. :: :: :: :: :;
#T Make all checks or money orders free of exchange
^^ and payable to AERONAUTICS. Do not send
currency. No foreign stamps accepted. :: :: ;:

American Sportsmanship.

FOR the sake of Amerieau sportsmanshiii, ii
must be ui-god that, in defending- trophies
gained by Americans, apparatus of home manu-
facture be employed.

It is with sincere regret that one remembers it
seemed desirable by some of our representatives
to use foreign made balloons in the four past
Gordon P.ennett balloon races.

The ItlOB Gordon Bennett was won for America
in a foreign made balloon, the only entry. In
190i7, at St. Louis, but one of our three balloons
was of American make. At Berlin, in 1908. two
of the three American balloons were made in
Europe. In 1909 we had but one representative.
Mix, who is looked upon in France as a French
man, and he used a French built aerostat.

It should be made a rule that defenders oi
American sports use apparatus of home make. Is
it not a hollow victory to win from France an
American cup in a Frenda balloon V

Will the plaudits of dB' American people be
very hearty if American sportsmen see tit to use
a foreign balloon or a foreign aeroplane in the
two international events to be held here this FallV

IT is sincerely hoped that our representatives
in the aviation race will be picked after elim-
ination trials. When, in 1907, Aeuonautics
urged elimination trials for the 190'8 Gordon
Bennett balloon race one of the officials of the
Aero Club of America raised holy protest at the
bare suggestion of such a socialistic scheme. The
idea! With satisfaction Aeuox.\utics views the
elimination race at Indianapolis.

Dr. II. W. Waldeu, a plucky would-be aviator,
who recently had a rather narrow escape from
serious injury in his first attempt at flight with a
new monoplane, tells of an amusin;; incident rela-
tive to the accident.

After having his broken collarbone and three ribs
bandaged by the local hospital surgeons, he pro-
ceeded to the railway station to take the train
for Kew York. While waiting on the platform
he noticed a man walking nervously up and down
and finally the object of his concern addressed
him.

"Are you not Dr. Waldeu V said he.

"Yes."

"Well, I thought you were dciid ! I'm llic uii
dertaker of the town."

Personal.
S. E. Iiinquent, Esq..

Dear Sir: — There evidently is a well-
founclecl impression amongr the aeronaii-
tically inclined in this country that I am
putolishing- AERONAUTICS for the ben-
efit of my health ; or else tliey imag^ine
the mag-azine is some wonclerf ally pro-
ductive g-old mine.

I freely admit that the financial health
of the paper has improved considerahly
within the past year, and it migrht be
now considered convalescent. I don't
like to think of the possibility of a re-
lapse.

Other publications of an aeronautical
nature have come and g^one or have
leaning's in the latter direction. They
never "come back" — to stay. But AERO-
NAUTICS has always managfed to pull
through any sinking- spells, thanks to
the hearty support of its ever-increasing-
readers, who have appreciated what I
have been trying to accomplish.

Now, please don't think that your con-
tinued support is not desired — for it is.
UNDRESSED TACTS.

There is quite a number of unpaid re-
newals on the records. The delinquents
have had several requests to come
across, but they have NOT responded,
either one way or the other — not even
when there -was inclosed an addressed
postal with the official portrait of Uncle
Sam. in the corner.

If I can't get attention for my letters,
there is only one thing left to do — and
I have done it herewith. If anything is
read through, it's AERONAUTICS. I
knovz you want the magazine for you
be"-an when it -wasn't quite so g-ood as
it is now. I know many of you person-
ally, and I am certain you do not mean
to let yoitr subscription cancel by de-
fault.

"DO IT NOW."

Very truly yours.

National Balloon Race Results.

New York. Sept. 22 — Unofficial figures were given out
today of the standing of the contestants in the National
CliMiniiioiiship Race and elimination race for the Gordon
Hoiniett tVdiu Indianapolis. These are subject to revision
by Mr. Williams Welch of the U. S. Signal Office.

A. R. Hawlev, to Warrenton, \'a.. 4()0 ni.

H. K. Honeywell, to Brush Valley. Pa.. .S.s.") m.

S. L \'on Phul. fo Iraftord, Pa.. rWo m.

.1. H. Wade, ,lr., to Showalter. Va., :?75 m.

W. T. A.ssmann, to McFarland, W. Va., :i20 m.

Chas. Walsh, to W. Milton, O , 29.5 m.

A. T. Atherholt, to Dexter, O., 2,S5 m.

C. F. Harmon, to Powellsville, O., 180 m.

C. G. Fisher, no record.

Hawley. Honeywell and Von Plnil \\ill represent
America in the Gordon Bennett from .St. Louis. Oct. 17.
No records were broken.

Notice.

It is found necessary to state that A. C.
(iR.VNT has no connection with Aeron.vutics. ^^ e
will not be responsible for any agreements made
bv him in our name. He has no authority to use
tiic nil me of the magazine in any way whatever.
Aekonautics Puess, Inc.

142

AERONAUTICS

October, 1910

THRILLING NIGHT BALLOON TRIP

By Dr. Thomas E. Eldridge.

THE voyage from Phihidelphia to Daubuiy,
N. II., Aug. 3 and 4. was a brilliant success.
and suriJassed any other fiif;ht I have ever
undertaken. The peculiar feature of this
trip was that it was made chiefly in total dark-
ness, a rare experience, that has "peculiar charms
such as are impossible to describe. Mr. Welsh
Strawbridge and myself ascended from I'oint
Breeze at 9 :28 on Wednesday night, rising imme-
diately to an altitude of about 1,000 ft., at which
lieight we passed in a north-northeasterly direc-
tion over the city. As we left the city, we passed
into total darkness — darkness so deep that we
could not determine what were the particular
points over which we were passing. Indeed, so far
as locality was concerned, it was possible only to
distinguish the general character of the country.

At 12 :35 we passed over a number of moun-
tains, which we realized through our drag rope
catching. At 1 :10 a. m. we passed over another
river, and at that point we found ourselves buried
in the deepest and most ojipressive darkness.

SAJLINf; OVER THE .MOUNTAINS.

.^^11 through the night we passed over moun
tains, lakes, towns and rivers

All this time we were enveloped in such darkness
as is impossible for me to describe. I can only
say that as we were passing through it, I thought
of the first chaptei' of the Book of Genesis, of the
chaos that existed before the world began and of
the terrible immensity of space. It was a darkness
overwhelming, and both Mr. Strawbridge and I
were glad when we saw the tirst signs of day-
break. That was about 4 :10 a. m. Over the great
chains of mountains we could see the inky black-
ness gradually fading into gray.

SAW WONDERFUL .SUNRISE.

And such a color effect as we saw in the transi-
tion of the black through ihe various shades of
gray is something that cannot be described ; to be
appreciated it must be seen. And when the day-
light disclosed to us the world below, we agreed

that never before had we seen such wild, rugged
scenery as that lying at our feet. Finally we saw
the sun, a great globe of red fire, climbing over
the mountains and shedding his light upon a beau-
tifully cultivated region over which the balloon was
passing. At .j :1() we went over another river,
and then we beheld all the beauties of sunrise, all
the gorgeous tints and shades of red and yellow
and blue.

All during the trip we had not suffered from
erild, l)ut about 7 o'clock Thursday morning we
were obliged to put on a little extra clothing. At
that tim(> we passed through a hailstorm, the
particles of which were about the size of sago
kernels. That was at an altitude of 1.3,750 ft.
About 8 o'clock we rose to a height of 15,100 ft.,
about which time, we afterward learned, we had
passed over the Rugged Mountains and the Kear-
sarge Mountains, the highest points in New Hamp-
shire. At that time, too, there was a thunder
storm going on beneath us, and we could see the
lightning flash and hear the thunder. After that
we saw wonderful cloud effects.

All around us as far as we could see were im-
mense towers of clouds, thousands of feet high,
forming a gigantic basin, in the middle of which
floated the balloon. These clouds gradually ap-
proached us from every side until we were entirely
enveloped in them. So dense, indeed, were they
that we could not see the balloon's bag above us.
At the same time the clouds caused the gas in
the balloon to condense and we then knew that it
was time for us to descend.

From an altitude of 15.100 ft. we dropped into
the midst of woods two and a half miles north of
Danbury, Merrimac county. N. H. As we descended
the balloon was caught between four trees and we
were obliged to climb down to the ground. Mr.
Maxfield, the proprietor of the farm, greeted us,
and at once, with his men, proceeded to chop down
the trees so that the balloon might be disen-
tangled.

* I

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and Aviators!

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143

; « { ;:»tKn

AERONAUTICS

October, 1910

ASCENSIONS

lliiiuilton, O., Sept. 6. — George R. Howard,
O'orge Mosner, Chas. Trautman and Edward Pen-
rod in the "Drifter" to Newark, O.

NoTK : Asterisk (*i denotes trips of ItHi miles
or over.

*Point P.reeze. Pa., \\\%. 16. — Dr. Tlios. Edwin
Eldridge, pilot, Dr. (Jeorge 11. Simmerman and Ira
L. Brown in the "Phila. II" to Negro Mt.. Md..
2l'2.37 miles. The piuty left at 8:27 p. ni. and
rose above the clouds in the moonlight. The log
says: "A most wonderful elfeet. The dull, sombre
shades of gray conlrasled markedly from the light,
airy effect by day. I'assed over Ilanovoi' and Get-
ty.s"burg at 2 "a. m'. .Vt :! a. mi. crossed the Allegheny
mountains. The sight was wild and picturesque
at daybreak, whrn the sun lifted the balloon to
14,000 ft. The landing was at 'J :05 a. m." Dr.
Eldridge now holds the Philadelphia record for
altitude, distance and duration.

Hamilton. ().. .\ug. IS. — Mr. and Mrs. George
R. Howard, Mrs. Charles Trontman and Mr. and
Mrs. Albert IIolz in the "Drifter" to Dry Ridge,
Ky. Distance 50 miles, duration S^A hours, alti-
tude 5.700 ft.

Pt. Breeze, Philadelphia, Aug. 25. — A. Leo Stev-
ens, Arthur T. Atherholt and Conyers P.. Gra-
ham in the "Penn. I" on a night trip, landing
at South River. N. .1., at 4 :45 a. m., leaving at
3 :25 a. m. Distance, 55 miles.

Lowell, Mass., Aug. 27. — J. Walter Flagg. pilot.
John AV. Harrington and Henry J. Murch, to
Haverhill, Mass.. a distance of about 17 miles.
I>uration 1 hour and 20 minutes.

Topeka Club Buys Honeywell Balloon.

St. Louis. Mo., Aug. 28. — H. E. Honewell piloted
Messrs. Emerson, Cole and Sweet of the .\ero
Club of Topeka on a demonstration trip. After
making three landings, the last being near Jersey-
ville. 111., the party hurried back to St. Louis with
the balloon. The Topeka men bought the bal-
loon for the use of the members of the club.
It has a capacity of 40,000 cu. ft. In addition
to the four people, 16 bags of ballast were car-
ried and Ijesides that, two landings along the
way were miade. At the inal descent, there were
10 'bags still left.

Mr. Honeywell is using his balloon "Centennial"
in the Indianapolis race, and other entrants have
Honeywell-built balloons. A new dirigible balloon
has been completed by him along original lines
which will soon be given a try-out. The gas (en-
velope is flat on the under side. There is a large
rudder for controlling the lateral movement o*
the balloon attached to the stern, while on the
bow there is fixed a larger plane for horizontal
steering. The machine is provided with an alumi-
num propeller and has a capacity of 0,000' cubic
feet of gas.

The French-.Vmerican Balloon Company, of which
Mr. Honeywell is director, has done a surprising
business in the manufacture of balloons. The
gas balloons have gained and hold many records.

Indianapolis, Ind., Sept. 3. — Capt. G. L. Bum-
baugh. Ray Harroun and F. L. Galnaw to Millers-
ville, Ind.

Pt. Breeze, Philadelphia, Sept. 3. — A. T. Ather-
holt, pilot, H. H. Knerr and Clarence P. Wynne
in the "Penn. I." to Pipersville, Pa., a distance
of 33 miles. The ascent was made in a driving
rain. The balloon was allowed to go up to 0,000
feet without being able to get out of the clouds
into clear sky. No land could be seen and even
the statoscope failed to work and cigarette papers
were used in its place.

.lackson, Mich., Sept. 3. — J. H. Wade, Jr.. and
X. Leo Stevens in the new Wade balloon "Buck-
eye."

Indianapolis Speedway. Sept. 5. — G. L. Bum-
baugh. Dr. L. V.. Custer and Dr. C. W. Mills in
the "Indiana." had an exciting experience in an
ascent at the dose of the auto races. .\ storm
came up .iust after getting up and the rain came
down in sheets. Vyi and down the wind took the
balloon and the aeronauts did not dare use the
little ballast they took along. The drag rop.»
caught electric light wires on descending and
broke them. The final landing was in the tree-
tops. The trip lasted about 25 miautes.

CLUB NEWS

The Aero Club of Pennsylvania has had

delivered a new 35,000-foi)t Stevens balloon, called
the "Pennsylvania I." A "Balloon Section" has
been formed, to the treasury of which a limited
number of members pay .$2.50 weekly for ten
weeks. Each week lots are drawn and three mem-
bers have the privilege of an ascent. See "Ascen-
sions" for records.

A series of flight exhibitions will be held at the
club aviation grounds at Clementon, N. .7., the
first being on Septemlier 24-25, when Charles F.
Willard will make his second appearance before
Philadelphians. It is possible that Graham-White
and Harmon will fly the following week.

The Aeronautical Society, at an extra-
ordinarily well attended meeting on September 8th,
was favored with an interesting and valuable talk
on autogenous welding, by Mr. A. Davis, of the
Davis-Bournonville Co. A complete apparatus was
used for demonstrating. Holes were cut in thick
steel, steel tubes welded together and plates of
steel cut quickly in two by the 2,300 degree flame
of an oxy-acetelin blowpipe.

On August 25th was held a discussion on "New
Devices," Wilbur R. Kimball described his new
model. G. L. Lawrence told of his experiences in
aeronautics, beginning with tlie hot-air balloon.
With his exi)erience as an actor to augment his
effervescent humor, his tale was well worth hear-
ing.

The Aero Club of lions' Island has been
incorporated witli the Secretary of State to carry
on experiments in aerodynamics and to advance
the science and sport of aviation. The directors
for the first year are : Howard C. Brown and
Charles Wald, of Brooklyn : Francis C. Willson, of
Flusliing ; Henry I. Newell. Jr., of Richmond
Hill, and John II. Lisle, of Glen Cove.

Book Note.

\a' no 12 de la Tcvlniiquc (ii'niiiaulique (15 .iuin
1910) contient une etude experimentale des hMices
proptilsives par M. le capitaine Dorand, du labora-
toire des recherches relatives Ti I'aerostation mili-
tairo. Ce travail, d'un caract&re deflnitif, aboutit
a des conclusions pratiques d"une grande porteo an
point de vue de I'agencement des aeroplanes.

Dans le meme numero. M. Riester-Picard, d^crit
un nouveau type d'aeroplane a i-itesse variable.
M. le capitaine Do. du bataillon des aerostiers mili-
taires, etablit la theorie du guiderope (suite et 9.
suivre) : M. Rabbeno emet des apercus theoriques
et experimentaux sur les helices an point
fixe . . . , etc.

Procliainement la suite des papiers inSdits du
colonel Gh. Renard (h(Mieoptere et helico-aero-
plane.)

L'Acioplane Pour Tons, par MM. Lelasseux et
Marque, Ingenieurs E. C. P., suivi de Les Deux
Ecoles D'Aviation. par M. Paul Painleve, de I'ln-
stitut. — Un volum(> illustre. — Prix : 2 francs. —
Lihraarie Aeronauih/iir, :\2. rue Madame, Paris.
Voici le livre qui va permettre a chacun de so
mettre en quelques instants au conrant de la
grande question de 1 'aeroplane, dont il n'est plus
p(>rmis il personne d'ignorer les principes ; en un
style qui salt etre scientiflciue sans etre ni rebutant
ni fastidieux, par des raisonncments mis i\ la
portee de tons, sans Temploi d'aucune formule
mathematique, ce beau volume contient une theorie
excessivement claire de Taeroplanc et de I'emploi de
ses organes de direction et de propulsion. Ob-
servant un juste milieu entre I'ouvrage de vulgari-
sation par trop banal et le precis scientiflque de
''ingenieur, cette etude renferme un tableau com-
l)let de I'aviation depuis son debut jusqu'aux der-
nieros prouesses de nos aviateurs. Elle permet h
tout le monde de se faire une idee nette de la
locomotion nouvelle et d'en causer sans commettre
d'erreurs.

De nombreuses photographies, des dessins sch^-
matiques et des tableaux d"ensemble complfetent cet
ouvrage dont la valeur est affirm^e par son tirage,
(jui atteint aujour-d'hui la 24th Edition.

144

AERONAUTICS

Pf;-^

f\p Uctoher, toyo

AERONAUT LEO STEVENS

Leading
BALLOON AND AIRSHIP CONSTRUCTOR

of America

Representing
the

CONTINENTAL RUBBER COMPANY

of HANOVER, GERMANY

MAKERS OF THE FINEST AND STRONGEST BALLOON AND AEROPLANE MATERIAL IN THE WORLD

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One to Fifty Passengers

Contractor to the United States Government

AND

Ninety-five per cent, of the Clubs in this country

Also Representing the Santos Dumont Aeroplane

American Representative

Carton & Lachambre

Balloon and Airship Builders
of Paris, France

The Wilcox Propeller

Address : Box 181

Madison Square

N. Y.

/;; ansivcriiig advertisements please mention this magazine.

AERONAUTICS

October, 1910

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I The Aeronautic Supply Co.

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Should Be Addressed
to

Aviation Headquarters

1737 Broadway
New York

JEROME S. FANCIULLI

BUSINESS REPRESENTATIVE

4'4«4'4«4'4'4«4'4'4'4'4'4'4«4'4'4'4'4'4'4"4'4«4'4'4'4«4«4'4' 4i4'4>4'4'4'4'4«4«4>4«4'4"4'4'4'4«4'4'4'4'4'4'4'4'4'4«4'4'4'

In anszvei'ing advertisements please mention this magazine.

inROALlUTICS

October, 10 ro

BALDWIN'S

AIRSHIPS, BALLOONS, AEROPLANES

VULCANIZED PROOF MATERIAL
Aeroplane Fabric a Specialty

All Curtiss, Mars, Willard, Hamilton, Shriver, Russell, Seymour, Burgess
Co. & Curtis, Frisbie, and all the best fliers have their Aeroplanes Covered
with Vulcanized Proof Material. :: Use Vulcanized Proof Material and Win

Lahm Balloon Cup — 697 Miles. Forbes and Fleischman, Balloon "New York"

Best Duration Indianapolis Balloon Race — 35 Hrs., 12 Mins. Forbes and Harmon, Balloon

"New York"
U. S. Balloon Duration Record 48 Hrs , 26 Mins. Harmon and Post, Balloon 'New York,"

St. Louis Centennial
U. S. Balloon Altitude Record 24,200 Ft. Harmon and Post, Balloon "New York," St. Louis
Centennial

Gordon Bennett Aviation Prize
30-Kilom. Aeroplane Speed Prize
Grand Prize of Brescia for Aeroplanes
Quick Starting Event at Brescia
2nd, lO-Kilom. Aeroplane Speed Prize
2nd, Brescia Height Prize Glenn H. Curtiss

New York World Prize, $10,000 Albany to New York. Glenn H. Curtiss

New York Times Prize, $10,000 New York to Philadelphia and return. Charles K.Hamilton

BALDWIN'S VULCANIZED PROOF MATERIAL

USED IN THE U. S. GOVERNMENT DIRIGIBLE AND SPHERICAL BALLOONS

WILL last from five to six times as lon^' as a varnished balloon. The weight is always
the same, as it does not require further treatment. Heat and cold have no effeet
on it, and ascensions can be made as well at zero weather as in the summer time.
The chemical action of oxygen has not the same detrimental effect on it as it has on a
varnished material. Silk "(louble-walled VULCANIZED PROOF MATERL\L has ten
times the strength of varnished material. A man can take care of his PROOF balloon, as
it re(juires little or no care, and is NOT subject to spontaneous combustion. Breaking
strain 100 lbs. per inch width. Very elastic. Any weight, width or color. Will not
crack. Wati-i-proof. No talcum powder. No revarnishing. The coming balloon material,
and which, through its sujicrior qualities, and being an absolute gas holder, is bound to
take the place of varnished material. The man that wants to have the up-to-date balloon
must use VULCANIZED PROOF :MATERIAL. Specified by the V. S. SIGNAL CORPS.

Prices and samples on application

Captain Thomas S. Baldwin

Box 78, Madison Square

NEW YORK

III aiiszvcriuc/ adicrtiscmci'ts please inentioii this inagacinc.

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AERONAUTICS

r, igio

iSZZS

— — — ^^

AERONAUTICAL SUPPLIES

AT MONEY SAVING PRICES

Elbridge Special Feather-weight, 2-Cycle Aero Motors
( water cooled ) :

3 Cylinder. 30-45 H. P., 138 1-2 lbs. . $730.00

4 Cylinder, 40-60 H. P., I 78 lbs. . . . 1050.00

Cylinders 4 5-8 X 4 1-2, copper jackets,
aluminum bases, hollow crank shaft.
4Cylinder,20-24H.P., 1 50 lbs. (air cooled) 610.()0
Cylinders 3 1-2x3 1-2, flanges 1 5-8 in.
deep.
20 X 2 Aeroplane Wheels with tires built with steel ^^

rims and special hub, very strong, price, . .^JtHf

E. J. W. Aeroplane Hubs turned from solid bar of

steel, drilled 36 holes, well-nickeled, . . . 4.00
E. J. W. Aeroplane Hub Brakes, enables aviator to
slop his plane before or after alighting on ground,
length 8 ins., outside cones 5 3-4 ins., bored

36 holes 10.50

E. J. Willis Propellers, laminated wood, perfect
screw :

6 ft.. 6 I -2 lbs 40.00

7 ft., 9 lbs 50.00

8 ft., 12 lbs 60.00

The 6 ft. propeller gives 200 lbs. thrust at
1200 R. P.M.
Model Propellers, laminated wood, 10 in. to 12 in.

perfect screw _ . . . . 4.00

Galvanized Steel Cable for " Guying" :

1-32 in., 200 breaking strength, price per ft. .03

1-16 in , 500 breaking strength, price per ft. .03*2
3-32 in., 800 breaking strength, price per ft. .04

1-8 in., 2300 breaking strength, price per ft. .06

Rubber Bands for models, 12 ft. lengths, I -8 in.

square, each 1 .00

Complete catalogue of supplies,
motors, gliders, and light metal
castings mailed free, upon request

E. J. WILLIS CO., Dept. "F"

67 Reade St. and 85 Chambers St., New York

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J California Aero, t
t Mfg- & Supply Co. {

441 -443 Golden Gate Av., San Francisco
We have on hand:

AH parts for Curtiss Biplane as per .specifications
in September issue of "Aeronautics."

Loose Monoplanes, ready for motor $350,
crating: for shipment extra. Immediate delivery.

Greene Biplane, with 8 cylinder Curtiss motor,
$2500. Fine flyer, shipping cases included,
guaranteed in excellent condition. Immediate
delivery.

Farman Type Biplane, with Elbridfre 40-60 motor,
will give 5 mile tlight. $4500 including
pacl\ing cases and extra propeller. Immediate
delivery.

Aero Wheels from $4.50 up.

"Camsc" Unbreakable Wheels, $6.25.

40 H. P. Curtiss, $650, 8 cyl.

20 H. P. Curtiss, 4 cyl.

60 H. P. Hall-Scott, motor in good condition, has
flown a 970 lb. machine, $1450.

"Camsc" Knockdown Planes from $150 up.

Distributors of the " Parabolel Propeller "

2^ raimer ana vjooayear i ires, i^aiaci v.,iotn. ^

J "AERONAUTICS " M

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Guaranteed to Fly

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Easy Terms for Exhibitors

Manufacturer and Dealer In

AERONAUTICAL SUPPLIES

Aviators forTournaments

N.Y. Agent for Elbridge Engine Co.

FRED. SHNEIDER

J 1020 E. 178th Street New York i

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Watch this

Space
NEXT ISSUE

I This will interest you I::

I THE KIRKHAM-EELLS i
AEIROPLAWE CO.

S Bath - - - New York ||

<»»:»»» ; «: : »»»»»»»»» ; »»»:» mmmw:»

In answering advertisements please mention this magazine.

ERONAUTICS

October, iQio

WE WILL
FURNISH
BLUE PRINTS
TO ONE INCH
SCALE OF

Antoinette, Curtiss
Farman and Bleriot

PRICE, ONE DOLLAR EACH

AEROPLANE BLUE PRINT CO.

207 West 54th Street, New York

/;/ ansi^eriug adrcrlisenieiits please iiieiitioii this magazine.

AERONAUTICS

October, i^Ji

I 80,000 Foot Racing Balloon |

====^^== IN STOCK ^^=^^= j
ALSO OIVE OF 10,000 FEETj

Write quick and get in the big races this Season — j
both National and International, and others :: :: j

Largest in America — testing with Air A

Our Balloons have won every contest against all makes — here they are: \

CHICAGO — 9 Competitors — Won both Distance and Endurance

trophies by a big margin.
INDIANAPOLIS — 6 Competitors, 1st and 3rd prizes.
PEORIA — 3 Competitors, 1st Prize.
ST. LOUIS— 9 Competitors, Ist, 2nd and 4th Money.
CAN YOU BEAT THAT!

How we do it : by using the very best material in the country ; building on safe,
practical lines, with good workmanship.

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I AIRSHIPS— AEROPLANES— INSTRUMENTS

4*
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Printed in Bank Street, Number Fifty-nine, on the Presses of Eaton & Gettingfer.

FRENCH AMERICAN BALLOON CO.

H. E. HONEYWELL, Director

4460 Chouteau Avenue, St. Louis, U. S. A.

Vol. VII

NOVEMBER, 1910

No. 5

THE AMERICAN MAGAZINE
OF AERIAL LOCOMOTION

PRICE 25 CENTS

40th ISSUE

o-a '^^

B. F. ROEHRIG FLYING AT SAN DIEGO, CAL.

i a G-Cylinder ELHRIDGE 'lEATMEH WEIGHT. " One of the

Many successful aviators in America liyintjf Avitli El bridge Enajines.

CATALOG ON REQUEST

BRIDGE ENGINE CO., 10 Culver Road, Rochester, N. Y.

AERONAUTICS

November, 1910

tsitum

Winning Motors the World over
are Lubricated with

Mobiloi

A Grade For Each Type or Motor

CURTISS

Vacuum Oil Company, 29 Broadway, New York City. June 6, 1910.

Dear Sirs: — I am pleased to report the success we have met with in

the use of MOBILOIL in lubricating- the engines in our aeroplanes, and

to say that it maintained its reputation in my Albany-Xew York flight.

Very tridy yours,

GLENN H. CURTISS.

Vacuum Oil Company. 29 Broadway, New York City. June 14, 1910.
Gentlemen: — I wish to let you know that the oil which befoided
my spark plugs was not your oil. I used MOBILOIL going to Phila-
delphia and had no trouble. Owing to misunderstanding, I was supplied
HAMILTON there with some other oil, which caused the trouble resulting in my
descent. Had I used MOBILOIL on my return flight, I sliould, un-
doubtedly, have made the trip home without a stop.

Very truly yours,

CHAS. K. HAMILTON.

Famous Aviators Who Use Mobiloil:

Baldwin, Bleriot, Brookins, Cody, Curtiss, Farman, Fournier, Frisbie,
Hamilton, Johnstone, Latham, Paulhan, Radley, Roe, Sommer, Willard,
Orville Wright, Wilbur Wright, Ogilvie.

Builders of Aeroplanes and Aeroplane Engines Who Also
Use Mobiloil:

Antoinette Freres, Voisin Freres, Wright Brothers,
Glenn H. Curtiss.

Are YOU Using the Right Oil on Your Car?

The most important thing left entirely to the judg-
ment of the owner in the operation of his automobile
or aeroplane is the selection of a lubricant. Is it not
significant that aviators generally, in this country and
Europe, use Mobiloil on their motors exclusively ?

WARNING — To prevent substitution of inferior oils, see that cans are sealed.

VACUUM OIL COMPANY

Rochester, U. S. A.

fn nnsiveving adi'erliseiiieiils please iiientidii tliis iiiagaciiie.

lERONAUTICS

Noi'cinbcr, igio

The Cheapest Speed Indicator

Price is relative. First cost means little. It's the years of satisfactory service that deter-
mines real value. Here the Warner Auto-Meter stands supreme— without a rival. It is so
refined in construction that it remains absolutely accurate, dependable and reliable for years
under conditions which would ruin a $250 chronometer in
an instant. Auto-Meters over 8 years old are as accurate-
to-the-hair as when new. We never yet have seen a
"worn-out" Auto-Meter. Other speed indicators become
inaccurate in a short time, and must be replaced every
year or 18 months, yet they cost almost as much at first as

Warner AutO-Mcter

Quality has so much to do with satisfaction and the pleasure that
goes with it that even the owner of a moderate priced car should
afford a Warner Auto-Meter. It's good business judgment to
use it.

Warner Instrument Company, ^® e^eJI^^rwi^''*

BRANCHES:

Atlanta 116 Edgewtx^ Ave. Detroit. 870 Woodward Ave. Philadelphia. 302 N. Broad ^t
Bo.ton. 925 BoyLton St. Ind.anapoli,. 330-331 N. lllinoi. Pittsburg. 5940 Kirkwood St

Buffalo. 720 Mam St. Denver. l5l 8 Broadway [St. Portland. Ore.. 14 N 7th 5t

Chicago. 2420 Michigan Av. Kansjn City. I6l3 Grand Ave. San Francisco, 36-38 Van ^ e«
Cmcinnah. 807 M«>n St Lo. Angele,. 748 S. Olive St. Seattle. 6l I E. Pike St. [ AvT

Qeveland. 2062 EucLd Ave. New York. 1902 Broadway St. Louis. 3923 Olive St

Other Models up to $145

orru^ated Iron Buildings

— ^^^— -^ OF EVERY DESCRIPTION i— i—^-.^...

he ANDREW GREIS COMPANY, Inc.

ephone
|»9 Chelsea

33 r W. 1 9th St.. New York gS1^!'..*n^'"'y„*

In answering advertisements please mention flu's magazine.

AERONAUTICS

November, igii

In answering advertisements please mention this magazine.

cyl ER ON AU T I C S AND

By Lieut.-Col. W. A. Glassford.

WAR

su;nal corps, u. s. army.

PHILOSOPHICALLY, it would no doubt
be interesting to trace tbe order of
thought on the subject of man's flying
hat obtained from remote antiquity down to
he time of the invention of the hot air bal-
lon in 1782, but it would not be of any use
1 a technical sense. The only advantage that
light be derived from such an inquiry would
e a better understanding of the feeling which
ctuates the public mind on this subject to-
ay. The general notions that prevailed down
3 the time of the discovery of the barometer
nd of the air pump were not of a scientific
rder, and their study would mainly lead to a
ontemplation of the superstitions that have
Jtarded the development not only of aero-
autics but of man.

The Egyptians, 4.000 years ago, possessed
le necessary skill for making a hot air bal-
)on with its equipments — cordage, basket and
II, and so doubtless did Chinamen, and many
ther peoples who then inhabited the earth.
: seems very certain, however, that it never
ccurred to any of them to try their skill
1 this direction. The Egyptians believed that
len flew at times, but when they did they first
irned into birds ; they certainly never believed
lat man would ever be able to rise in the
ir, unaided by occult or supernatural power.
Lud this is true of all peoples down to the
jventeenth century.

Man, down to a recent epoch, was not in the
ossession of the necessary facts or natural
rinciples to enable him to think on the sub-
let intelligently ; furthermore, the kind of
otions he cherished was frankly hostile to
^'ery thought that might lead to the discovery
f principles useful in the development of aerial
avigation. He peopled the air with gods,
ngels. spirits, jinns. devils and witches and a
ost of other imaginary beings, and gave to
lem the absolute rule of it. The atmosphere
?ing, in his imagination, the special realm of
le deities and of the evil spirits, might not be

cspassed upon.

Allusions to man's flying are not wanting in
le stories and legends of antiquity ; but they
e generally in some way connected with
ystic or supernatural notions. Nowhere do
e find the simple belief that a man unaided by
pernatural power would ever be able to rise
the air. Among the legendary flying ma-
lines none occupies a more conspicuous place
an the flying horse. Originating in India, its
rformances are recorded in th^ §tpri^s of

Egypt and of Greece, of Persia and of Arabia;
its career ending in the memorable ride of Don
Quixote. We have, also, accounts of flying
chairs and of flying carpets, and of other
things, all capable of carrying passengers, when
moved by magic power or by enchantment.
During the middle ages many men, also, were
supposed to have acquired the art of flying
through their knowledge of magic and necro
mancy.

Such were the ideas that prevailed on the
subject of aerial navigation down to the dis-
covery of the barometer in 1645. The few sug-
gestions that are met with previous to this
epoch, which do not fall into the category
above mentioned, are so devoid of detail in
their description as to make their considera-
tion useless. Speculation concerning aeronautics
gave rise to no tangible ideas on the subject
down to the discoveries which led to the con-
struction of the barometer and of the air pump,
and the further discoveries which followed
experiments with these instruments. The dis-
covery of the barometer marks the dawn of
knowledge that led to the development of aero-
nautics. Aeronautics has sprung from a purely
scientific order of thought, and its develop-
ment has depended in all its stages upon the
progress of science and the consequent develop-
ment of the modern industries.

The barometer brought to light properties
of the atmosphere that are of prime importance
in aeronautics, but they were of a nature so
contrary to the then accepted notions that
they gave rise to endless discussions as to the
truth of the new discoveries. Nevertheless
from this time on we meet with suggestions
in which some of the. true elements of the
problem are taken into consideration. A knowl-
edge of the facts that the atmosphere has
weight and that its density diminishes as the
altitude increases and that it is possible to
produce a vacuum, could not fail in time to
influence speculation on aerial navigation.

In a comical history of a voyage to the moon,
which appeared about this time, mention is
made of smoke as furnishing the lifting power
used in a flying machine. In 1670 we meet
with a proposition to utilize a vacuum con-
tained in large, thin, globular copper vessels,
with a sufficient description of the apparatus
to show that the author was totally ignorant
of the pressure of the atmosphere and of course
unaware of the fact that his vessels could not
possil)ly contain a vacuum, and be light enough
to rise in the air.

145

AERONAUTICS

Norcinhcr, iqio

Xeaiiy a cciiiury later, in 1755, we meet with
a proposition to collect fine diffuse air_ above
the. highest mountains and to inclose it in a
bag of enormous dimensions, bigger than the
city of Avignon, and composed of the strongest
sail cloth, with which ■ apparatus Uie_ author
thought a whole army with its munitions of
war might be transported at one time through
the air. These suggestions, however absurd,
in part, yet show the influence of a better un-

146

dcrstaniliug of the true nature of the atnios
phere as revealed by the then recent discov
eries.

The discovery of hydrogen m 1765 brough
into the problem of aerial navigation its mos
important factor, a gas fourteen times lightei
than air. Nothing now was lacking in ordei
to produce the balloon but to inclose this g*
in a suitable vessel. The industries .of th(
epoch furnished all the necessary materials foi
[Co7iti7iued ore page 2Ail

AERONAUTICS

Ndvciubcr, tqto

cAERONAUTICS IN THE cylRGENTINE

By Henry Helm Clayton.

TIIF: Argentine Aoro Cliil), like most aero clubs,
began with ballooning. The club was
founded the i:!th of .Tanuary. lOdS, under
the presidency of Engineer (ieorge Xewltery,
who made his first ascen.sion in a free balloon
on the 2.jth of December of the preceding year,
accompanying Senor Anchorena in the balloon
"Pampero" of 1.200 cubic metres capacity. The
balloon ro.se from the ground of the Sociedad
Spcirtiya in Palerino. and after crossing the La
I'lata riyer, impelled by a pampero wind, descended
in the department of Conchillas. Uruguay.

The "Pampero" made nine ascents, during which
there (jualifled as pilots Engineer Xewberv. Dr.
Edward Newbery and Major Waldino Corre'a. In
a night ascent made by Dr. Edward Newbery. ac-
companied by Sargeant Edward Romero, this bal-
loon was lost, and nothing has since been heard
of the pilot, his companion or the balloon. This
occurred on the night of Oct. 17, 1008.

Owing to this misfortune, the memlD^rs of the
.\ero Club dispersed, and for some time aerosta-
tion was put aside, since all were impressed by
this loss of a gentleman widely known socially
ind of a useful soldier. Xeyertheless. one daV
Engineer Horacio Anasagasti. one of the direc-
tors of the .\rgentine Aero Club, bought the
lalloon "El Patriota." and made an ascension
in the 24th of .January. HIOO. accompanied liy
Kngineer Oeorge Xewbery as pilot.

Following other successful ascensions, the presi-
Jent of the Club undertook to reorganize the
issociation. and hi.s patient efforts were rewarded
vith comiplete succe.ss. since the reorganized clult
las a full membership amounting to 200 members.

Slowly but steadily the Club grew stronger, pos-
;essing at present a park for aerostation, a club
louse, and four balloons, with all accessories. The
•lub house contains a room for the secretary, a
:itchen. living rooms for the attendants, toilets.
.nd an ample aerodrome, where concourses of
yiation are held periodically.

The balloons "Edward Xewbery." "Buenos Aires."
•Patriota." and Iluracan." of 2.20(1. l.G<M). 1.200

and sill* cubic meters, respectively, are in use
every Sunday and holiday, when the weather con-
ditions are favorable, for pleasure ascensions and
for distance or point-to-point racing, etc.

Among the ascensions notable for the distance
run. the hour at which it was made, and the
fact that it has crossed foreign countries, may
be mentioned that completed by the president of
the Club. Engineer (ieorge Newbery. who in the
balloon "Iluracan" began a voyage at 11 p. m.
on December 2."). 100!). from' the grounds of the
gas company. Kio do la I'lata, situated in P.el-
grand, and impelled by a strong pampero wind,
crossed the river La I'lata into the Kepublic of
Uruguay, crossed centrally over the entire length
of that country and descended in Bagi. in the
state of Rio Orand'e do Sud. Brazil, luiving run
a straight line distance of 550 kilometers in 1."!
hours.

An aviation meeting was held in April. 1010.
under the au.spices of the Club. At this meet there
were entered several of the well-known French
machines, as the Bleriot and Farman. and th'e
meeting proved a great succss. The president of
the Club made the necessary flights to secure a
pilot's license. Other meml)ers of the Club have
in contemplation taking out a pilot's license, and
it is possible that in a short time this will be-
come a very important part of the ('lul)'s activity.
But at pres-ent ballooning continues to be tlie
most important sjyort. and in the point-to-point
racing, which occurs very fre(iuently. the four
balloons l)elonging to the Clul) arc usually seen
in the air at once.

For the convenience of the members of the
Club, most of whom live in Buenos Airi>s. the
lialloon ])ark is in the suburlis of the city only a

Left to Right

Major WALOINO

CORREA

Sr. H. ANASAGASTI

Dr. EDW. NEWBERY

Pres. Geo. Newbery

147

AERONAUTICS

November, ipio

few miles from the harbor in the mouth of the
La Plata. A short distaace to the eastward
lies the ocean. Fortunately the prevailing winds
are from the northeast and the members of the
Club have found by experience that they can
(ioat inland on this surface wind and then rise
into a contrary or eastward moving current
and return almost to their landing point. These
two opposing currents are made much use of
in the point-to-poiut races. In a recent contest
of this kind some of the pilots went far out to
sea in the upper current, and then sinking into
the lower, returned to the land. But feats of
this kind, and the nearness of the sea for other
reasons, always subjects the pilots to more or
less danger, and one of them has fallen into tlie
sea so many times that he is called the "aquatic"
pilot.

The Aero Club has rooms in the building with
the .Vutomobile Club, where they hold business
and social meetings, and entertain their friends.
This building is a fine house with ample rooms

for entertainments ; a good library, including a
library of aeronautics and a splendid cuisine. Many
of the members of the Aero Club are enthusiastic
automobilists, and are now greatly interested in
the art of aviation.

Owing to the fact that he was a member of
the Aero Club of Now England and a pilot in the
.\ero Club of America, the writer was made an
honorary member of the Argentine Aero Club, and
was royally entertained by the president, Engineer
Newbery, and liad the pleasure of meeting most
of the prominent members, including St. H. Ana-
sagasti and (i. G. Davis, chief of the Argentine
Weather Service. The members of the Aero Club
make much use of the reports of the weather
service in- planning their voyages, and fre(iuently
carry insduments with them belonging to the
service for nhtaining records in the upper air.
The obsciN ;ii ions made by the pilots in regard
to the directions of the air currents at different
heights are adding much to the knowledge of
the air movements in the Southern Hemisphere.

cylEROPLANES FLYING IN MEXICO

By E. L. Ramsey.

The new airship now being constructed in San
Antonio for the Marquis de Casanova of Mexico
City, met with an accident in the building shedi,
according to a letter received by the Marquis,
and its completion will probably be delayed for
three or four weeks, as it will be necessary to
send to France for duplicates of the parts in-
jured in the mishap.

Tlie Marquis expects to go to the Texas city
to bring back the new flyer sometime within the
next morith, and immediately thereafter will make
tliglits about the city.

Among the many new devices attached to the
machine will be a rudder of novel design partly
built from the plans of the Marquis, who has had
considerable experience with aerial craft in
France. The entire control of rudder, planes
and engine will be from the steering wheel. The
engine being situated immediately back of the
drlTer's seat, and all parts within easy reach
of the aviator.

Miguel Lebrija, the aeronaut who made an
ascension last Sunday morning, descended about
6 o'clock that same evening at a place about
three kilometers from Cuatitlau on the line of
the National Railway of Mexico, having covered
during the six and a half hours he was in the
air a little over fifty kilometers.

Lebrija said that he obtained a height of about
1,000 meters above the height of the Valley of
Mexico, wliich would make his height above sea
level about 10,500 feet. He is enthusiastic over
the trip and claims that with his larger balloon
he will establish a record for twenty-four hours.

Captain Nicholas Martinez of the Mexican Ai-my.
and who is one of the attendants of General
Bernardo Reyes, who at present is making a tour
of France, made a very successful flight in an
aeroplane, accompanied by a captain of the Spanish
Army, Sr. Samaniego, and by the Spanish aviator,
Laygori.

WHO W^ILL WIN THE GORDON BENNETT?

The newspaper man ran across a pessimist the
other diay who seemed in great distress. The P.
unburdened himself to the N. M. in this fashion :

"Do you realize," said he, "that the prospect
for American supremacy in the Gordon Bennett
aviation race, at least, is apparently very poor?
Now, in other events during the Belmont Park
meet we have a chance for duration and height
records with machines already making tlight».
There is no question that a Wright machine will
stay in the air as long and go as high as any
other machine which may be brought into competi-
tion. It might be said, without any suggestion
of a 'knock' that none of the Curtiss aviators have
shown thus far form enough to warrant beating
on duration and height performances, comparable
with existing records. And none of the Wright
machines at present known to the public can vie
with the latest foreign speed record, although the
Wright company is reported as building a special
fast machine. Curtiss' fastest speed yet made
with his machine figures 52.58 m. p. h., at the
Boston meet."

"How about the amateurs" 'I asked the N. M.

"Clifford B. Harmon seems to be the only ama-
teur in this country who has done much flying, and
that has been done with a foreign machine. He
certainly stands no chance in a speed contest,
such as the Gordon Bennett is. Ills two-hour
(light entitles him to consideration in duration
flights."

"How about Hamilton?"

"I'll admit," said the pessimistic one, "that
there you have something. Hamilton may find his
110 h". p. Christie motor of sufficient power to
bring him into the lists as a possibility."

"It is now quite certain that Curtiss is build-
ing a special machine and motor capable of great
speed," vouchsafed the N. M.

"Yes, but it is not at all certain that he will
even fly it at Belmont Park. He has been invite<i
to defend the cup with two others to be selected
but has not yet given an answer to the club. The
Aero Club of America, it is said on good authority,
has offered to provide a 'retainer' fee, but it was
not prepared to state the amount.

"If Curtiss should find his new machine to be
faster than the record made by any other aviator
in the meet, he may challenge the Belmont Park
fastest flyer to a speed duel. Such a race, undoubt-
edly, would result in bringing a tremendous crowd
to whatever spot Curtiss and his opponent might
select for the scene of the conflict."

Here the P. O. brought out a table of figures he
had been working on and offered them in evidence.

"The speed record of the world," he said,
now 66.18 m. p. h., made in a Bleriot machine
with a 100 h. p. Gnome engine, by Morane. The
fastest American speed records are :

"52. .".S m. p. h., Curtiss. Boston, 1910.

"47.4:! m. p. h., O. Wright, Washington, 1900.

Here the N. M. excused himself and sought morr
congenial company.

148

iERONAUTICS

November, iqio

NICHOLSON
MONOPLANt_ ■

CHOl?0 C-b'

Wing Sections

The above diagrams afford an interesting comparison of the wing sections of aeroplanes
ixhibited at the recent British Show. They are all drawn to a common scale, but have been set a^
m arbitrary angle of incidence, which does not necessarily represent that of the aeroplane in actual
light. — Courtesy of our esteemed and rabiahle contemporary "FLIGH2\''' of London.

149

AERONAUTICS

November, iqio

NOTES ON FRAMING OF AEROPLANES

ADAl'TED FItO.M AX AltTICI.E

By O. Ursinus, C. E.

IX I'SELESS Jlyiug mafhine constructions, or
other, some little item will be found which
ma.v be turned to good account by the ex-
perienced liand. Wood is used principally thus
far in building aeroplanes, though very recently
some structures l)oth in America and abroad have
been built of steel tubing. The advantage of
wood is its light weight, great strength and easy-
working qualities.

Lately some efforts have been made to improve
on solid wood construction, by using wooden tubes,
for instance. In Boston a hollow spar (Pig. 7)
is being made and imt on the market.

A man l)y the name of Wolf, in (Jei-many, has
invented a process for making wooden tubes of
various cross-sections. This wood tubing consists
of veneers 5 mmi. thick, glued together. This
method was described recently in Flu(/sport, an es-
teemed (Jerman contemporary. The grain of the
veneer (A) runs in the direction of the axis; B^s
diagonally laid linen. C, D, E and F are veneers
with counter-crossing grain. These constructions
possess enormous firmness, as the following table
will show :

Diameter in

Thickness of Wall

Weight for Running

Pressure Resistance

Limit of Fleilblllty

Power to Resist C

Millimeters

in Millimeters

Meter In Grams

in Kilograms

In Kilograms

Kilograms

225

150

275

200

105

410

300

130

145

530

500

200

230

1280

1000

500

530

36-16

290

250

120

135

375

300

135

145

CoOOOO

The Wolf patented tubes may be made in any
cross-section. Planes or whole bodies can be made
from these veneers.

Steel tubing of various shapes has also been

produced, as shown in Figs. ] to (!. Figs, '.i auJ
4 are used for constructing ribs. Fig. 5 is used
for body work, and may be used double or treble,
as shown in Fig. 6.

Aeronautics in the Far East.

James W. Price, of California, who is travel-
ing with a balloon, airship, hot air balloon,
parachutes, etc., in the Far East, reports that
the art is still in a somewhat backward state,
in Tlong Kong he made a balloon ascension
in the presence of 15,000 people. From there
he went to Medan in Sumatra, where he in-
tended to make an ascent with his airship at
the invitation of the "so-called" Medan Aero

Club, but the club could not get together the
necessary 4,000 guilders (about $1,600) to pav
for the inflation. Sulphuric acid cost 6c. a
pound and iron tilings 3c.. which is of interest
to our own airship people. So the Medan Aero
Club had to be contented with a hot air as-
cension. Subsequently he made a hot air trip
for H. H. the Sultan of Lang Kat. From
here his route lay through Penang, S. S., the
Federated Malay States, Singapore and Java,
where airship trips will be made.

150

AERONAUTICS

November, igio

THE ETEVE AUTOMATIC STABILIZER

TEANSLATKD FROM "L AEROPHILE/

By D. R. Hobart.

A NUMBER of investigations iu the attempt
to attaiu automatic ionsitudiiial stabiliza-
^ tioiL ia aeroplaiw^s liave been made up to
tlie present time, imt one has Ijeen carried
out on a machine in full Hij;ht. A public experi-
ment made in this direction consisted of trials
made at the military aviation grounds at Satory.
near Versailles. France, under the direction of
Captain Eteve. of the Sapper-Balloonist l)attalion,
the aeroplane used lieins a Wright, wit h the addi -
tion of ajitoQ iatic stabilizers aftfii" the^gT'sij^n s Of
FBt^'TiTprain. const ructcd in The workshops iTfrhe
Military Aeronautical Laboratory at Chalons-
Meudon.

The first arraagement tried out at Satory waa
composed of two planes. A and B, miorable on their
axis EE. The axis EE is carried; by a frame-
work G, 3.5 meters in length, attached to the rear
transverse members of the aeroplane surfaces. A
horizontal vane D, movable on an axis F is con-
nected to the planes AB by rods A'./ and Kh. The
axis of the vane is firmly fixed to a tube H. con-
trolled bv a rod Ml through a bell-crank MHF,

those resulting from I he manoeuvre made by the
pilot of the aeroplane : moreover, the vane has the
advantage over the aviator of acting simultaneously
with the cause that produces the disturbance of
equilibrium. In a word, the Eteve stabilizer op-
poses all variations of the angle of attack of the
aeroplane as would be the case if a very long,
light and instantaneouslv-acting empemnage were
fitted.

Under certain circTmistances, it is necessary
to be able to vary the miagnitude of the angle
of attack of the aeroplane, as when the inclination
of the trajectory is to be modified, for example.
To preserve the automatic action of the stabilizer,
prior to, during and after the manoeuvre effected
by the pilot, the axis P of the vane can be raised"
or lowered by the aid of a lever under the control
of the aviator. All displacement of F involves a
change of (Miuilibrium of the vane and conse-
quently a modification of the angle of attack of
the planes .IB (Fig. 3, d and e). This indirect
control of the stabilizer offers the great advantage
of rendering the vane sensitive to exterior in-

PJs/ie AB

Jlxj' s of 3e z~ o/j3ri e

WiZKf

(3.) P05IT/0V e/= £0t>/l/3/f/(//i

W/TH LmO£ ANGLE O/" fln/fcn

(g) 5PMe w/r» ^rr/iLL^
F/6.3

this rod lieing in tuni (ipcrated liy n h'ver
manoeuvered by the pilot.

When the lever is fixed, axis F is immovable
and the stabilizer vane struck by the wind, moves
sensibly in the belt or layer of wind immobilizing
the planes AB, which arc ci>mi)('nsated ; the angle
of attack of these planes is. then, invariable when
the direction of the air current is constant. But
when this latter varies, the movement of the vane
is modified and the planes .IB turn in a direction
contrary to that of the vane.

In the "rearing" (cabnif/<'\ of an apparatus fitted
with the stabilizer, the vane I> is tilted and causes
the planes AB, to turn in a direction contrary to
their proper movoment. This tends to correct or
straighten out the aeroplane : when it plunges, the
reverse effect is ])roducc(l and the manwuvre is
executed without iuterfrrcnce, owing to the sim-
plicity of the mechanism, a (|uality indispensable
to an automatic stabilizer.

The planes AB, considered as depression rudders,
automatically partake of tJi<; fiame movernents as

lluiiiccs: the apparatus playing the role ot depres-
sion rudder and stabilizer at the same time.

.\s will be seen from the figures, the rear vertical
rudder of the Wright machine has been removed
and replaced by two liexagonal planes GG, borne
by the stabilizer framework and controlled by
the spring-returned cables (/, b. c, <l, and aa- hb cv,
(Id (Fig. 1.'). Wheels with spring shock-absorbers
are fitted to the skids of the aeroplane.

When fitted to the aeroplane, the weight of the
entire stabilizer "tail" is 25 kilogrammes (bO.o
pounds 1, the additional weight carried by the aero-
plane being V2 kilogrammes CM^A pounds). inc
total surface of the stal>iliz*n- planes is four
square metres (43 sq. ft.), half of the surface
of the depression rudder of the Wright aeroplane,
consequently if the stabilizer planes are rigid and
will be as e(piallv unstable as a Wright aeroplane
when one of the' two surfaces of the forward md'-
der liavc bi'cn removed,
have deiiii

151

The flights at Satory
iiiMc ui-.i..mstiated iu a complete manner, the im-
portant role played by the stabilizer.

(.Continued on page 1S8).

AERONAUTICS

November, iQio

THE PRESSEY AUTOMATIC CONTROL

A SYSTEM for aiUomatically maiutaiuing the
i'(|uilibriiim of au aeroplane has been pat-
eiiti'il by Dr. B. J. Pressey, of Newport
News, Va., in several foreign countries, and
patents are pending in othei-s as well as in the
United States.

In, the patent drawings reproduced herewith Ihe
device has been fitted lo a biplane using aili'rons
for lateral, and horizontal rudders for longitudinal.
stability. The system is designed to be adapted
to any type of aeroplane.

The aeroplane is ecjuipped with a manually oper-
. ated, vertical rudder, o. at the stern, and a hori-
zontal, manually operated, front control. 4. in front.
At the ends of the main plane, and about midway
between the upper and lower sections thereof, there
are supplemental planes, 5.

In connection with these supplemental planes 5,
there is emplo.ved a gravity influenced weight, the
aviator in his seat, for holding them in a hori-
zontal, or substantially horizontal, position when
the main plane is traveling on an even keel : and
for causing them to tip when the main plane
dips laterally, to port or starboard, the planes
.") having a lifting effect upon the depressed

supported from the main plane ; and the other
arms of the port and starboard bell-crank levers
1(>, are connected by rod 17, which has an eye
18, for receiving the segmental rod 19, secured
to and pro.iecting from cross bar on seat sup-
porting yoke 7. When therefore, the main plane
tii)s downwardly on the starboard sid«', the rod
17 will be moved bodily to starboard, and the
starboard balancing plane 5. will be inclined so
as to raise its forward edge and de|)ress its rear
edge, while, at the same time, tlie port balancing
plane 5, will be inclined so as to depress its
forward edge, and raise its rear edge, thereby
causing the starboard balancing plane to exert
a lifting effect, and the port balancing plane
to exert a depressing effect upon the main plane,
with the result of restorhig the main plane to
an even keel, at which time the lialancing planes, 5,
will have resumed their normal, horizontal posi-
tion.

When the main plane dips downwardly on the
port side, a reverse action takes place, with the
like result of restoring the main plane to an
even keel. In order to correct fonvard and aft
dip of the main plane, fore and aft balancing

end of the main plane, and a depressing effect
upon the lifted end of the main plane, so as to
correct such lateral dip of the main plane, and
restore it to an oven keel.

The aviator's seat. 6. is carried bv voke 7.
suspended from a fore and aft shaft, 8, the lat-
ter Iteing pivotally mounted in bearings at ends
of bar y which is secured to a transveree shaft.
10. pivotally mounted at its ends in suitable
bearings attached to the main plane 1, thus pro-
viding a gimbal .ioint, whi«h permits free tip-
ping movement of the main plane in any direc-
tion, in respect to said seat; the licai.. having ^
-Uormal teudencytojiang^^ reason

of rhe^-^fferfT)! }?favTfation iipon the" weight.
represented by the seat and its occupant. Lateral
tipping of the main plane is caused, to effect
corrective movement of the lialancing planes 5,
in the following manner : lOach of the balancing
planes 5, is pivotally supi)orted, somewhat for-
ward of the centre by bearings 11 located in
bracketed arms 1U. which arms are rigidly con-
nected with uprights, which connect the ' upper
.md lower sections of the unain plane.

To the forward, upper ecige of planes 5, con-
nection is made by means of rod ].">, fo one
arm of a bell-crank lever, 14, Ihe latter being
pivotally mounted upon a fore .tnd aft pin 15,

planes, L'O and S-', are provided. These planes
are carried by transverse rock shafts, which may
be pivotally mounted in any suitable way. upon
structures carried by main plane. In tlie pres-
ent instance, the forward balancing plane is
pivotally mounted in extensions 21 of the frame
22 which carries the forward, manually operated,
horizontal ascending and descending plane 4.

The aft balancing plane 2."! is jiivotally monnied
in extensions 24 from frame 2.") which carries
the vertical steering plane ?>. Pro.iecting uiiward
from' bar 9 is an arm 2(>. which is connected liy
rod 27 to an arm 28 pre.iecting uj)wardl.\- froiii
forwai-d balancing jilane 2tl and by rod 29 to an
arm ."(). projecting downwardly froin aft balancing
plane 2;;.

When, therefore, there is a downward tij) of
the forward part of the main plane, retention
of its vertical ijosilioii liy the armi 2(> will cause
the forward lialancing plane, 20 lo tip so as to
raise its forward edge and depress its after
edge; while at the same time the after balancing
plane, 2.'!, will tip so as lo depress its forward
edge and raise its after edge, with the result
that there will be a lifting etl'eet on the fore
part of the main plane, and a depressing elTect
on Ihe after part of the main i)Iane. which will
restore said main jilane to an even keel. A

152

AERONAUTICS

reverse action takes place when the after part of
main plane has a tendency to dip. In case the
aeroplane departs from an even keel, and dips
tor instance, forwardly and to one side, all four
balancing planes would immediatelv be brought
into action.

In ascending and descending, however, depar-
tures from the normal inclinations of the main
plane are necessary and in order that the for-
ward and aft balancing planes 20 and 2.3 shall
not interfere with voluntary descent or ascent
the aviator's seat should, in making such ascent
or d'f^scent. virtually be locked to the main plane
so far as allowing forward and aft motion of seat
To secure this result, there is employed what
may be term/ed a sliding-bar 31, firmly secured
to lower section of main plane and parallel to
the lateral swing of the aviator's seat. To the
ordiiiai-y foot rest 32. connected with the aviator's
seat, a supplementary foot rest 33, is hinged and
I his supplenicutary foot rest carries an extension
whicli ends in a lug 34, which lug normally
swings .nist above and free of the sliding-bar 31
being held in this po.sition by a light spring 3.5.

In case the aviator wishes to ascend, he places
Iii.^ foot upon the supplementary foot rest; tie
weight of the foot overcomi\s the force of the
spring and allows the lug to be carried down and
in trout of the sliding bar. thus rendering neutral
for the time being the forward and aft balancing
planes. During such time, the forward and aft
lialancc would be under the operator's control bv
means of the manually operated plane 4. In case
of voluntary descent the lug 34 is dropped be-
hind l)ar 31. until such voluntary descent is ended

November, igio

It IS absolutely necessary, in making a turn
n.ith an aeroplane, if that turn is to be made in
"kY '.,*,! ^^^ ™'''*° plane shall be inclined or
banked, to a degree proportional to the radius
S-i , ^.^"■^''' '^"•fl to the speed of the aeroplane.
Each difterent curve, at the same speed, demands
a different inclination, as is also demanded bv
each variation in speed in rounding like curves-
,^. If.f """"fi^^T /I expected to give the desired
lesult with absolute certainty.

• \K ^u^ aviator desires to make a turn to the
right, he would first manipulate the vertical rud-
der .j. by means of lever 30. The aeroplane would
begin to make the turn.

At this instant, centrifugal force would come
into action and cause the aviator, in his seat to
swing outwardly to an extent .iust in proportion
to the radius of the curve, and the speed of the
aeroplane. The outward .swing of the aviator's
seat causes the port balancing plane .5. to be
so inclined as to present its under surface to
the air pressure, whereas th(> upper surface of
the starboard plane is presented. This would im-
mediately cause an inclination of the main plane
to the degree where said main plane would be
at right angles to the susiiended weight the
aviator in his seat, thus allowing this .special
curve, at this particular speed, to be negotiated
with satety.

If it is desired to make a curve of less radius
or at a greater sp(>ed, c(^ntrifngal force, acting
upon the suspended aviator's seat, will cause
It to swing out to a corivspcndlngly greater ex-
tent, thereby causing the main plane to be banked
to a greater degree.

LETTER TO AERO CLUB MEMBERS

TIIK following letter was received iust liefore
going to press. .Ieroxautics will gladly de-
vote such space in subsequent issues ns'may
be required for letters of suggestion or aid
lu co-ojierating with other members for a better-
nient of conditions in the Club, and for the making
of It a more serviceable institution. — The Editor.

New York, Oct. 15, 1910.
To the Members of The Aero Club of America :

The article which appeared in to-day's papers
stating the view expressed by Mr. Moi.'^sant. who
ileclares thiat this country is far behind France
in .\eronautics. is so eminently well founded upon
fact that it naturally causes one interested in the
iidvaneenient of the art in this country to pau.se
md think. It appears that hundreds of aeroplanes
liave been made and sold as well as hundreds of
)ilots' licenses issued in Prance. Can it be that
there are so many of those things which have
been done which should hiave been left undone
ind so many of those things which have been left
iiidone which should have been done in the short
listory of American aeronautics that we are at
list forced to the realization of our own short-
•omings by the advanced condition of aeronautical
iffairs in France?

Concerted effort is naturally dependent for suc-
cess upon proper organization. The real head of
ie art, the Federation Aeronautique Internationale.
s recognized in France through the Aero Club of
''ranee, and is recog-nized in the United States
hrough the Aero Club of .\merica. This seems
o put it up to the Aero Club of America to ex-
ilain why they cannot accomplish as much with
American genius and capital as has been aecom-
ilished with Frenchmen under the same system of
peration. In the solution of the problem" the fol-
Dwing questions arise :

Can it be that the form of government of the
lero Club of .\merica is too autocratic to be
ompatible with the democratic gpjrit of our
imerican institutions?

Why is it that the Aero Club of America never
holds regular meetings for enabling its members
to get better ac<juainted and to co-operate?

Is tlw^ International Aviation Meet to be held
at Belmont Park under the auspices of the Aero
Club of America ; and if so. why is it the mem
bers have not been enlisted or consulted?

Why does the Aero Club of America not own
and control its property directly instead of through
the Aero Corporation, which is governed by the
same five men who originally owned and con-
trolled all the property of the Club to the ex-
clusion of the members?

Why did the Aero Club of America assume the
responsibility of entering into such an important
contract as that which was made with the Wright
Company considering that it might have seriously
checked progress in the art of aviation, without
first consulting the members?

Why has a democratic National Organizatir)n of
Clubs not been encouraged?

Why have the members not been invited to take
part in Club affairs?

I take this means of reaching the members of
the Aero Club of .\merica as there seems to be
no other way of bringing these vital points before
them. Yours respectfully,

Louis R. Ad.vms.

Dr. Luzern Custer, of Dayton. O., has presented
Leo Stevens with one of his new design statosco])es.
which Dr. Custer described and illustrated in a
recent issue of Aerox.m'tics. The article of Dr.
Custer was translated and printed later in one
of the German aero magazines. Stevens used this
on the first occasion and pronounced it the finest
instrument of its kind yet invented. Clifford B.
Harmon also tried it and with great success.

153

AERONAUTICS November, 19 lo

CONSTRUCTION AIDS AND DIGEST, XVI.

154

AERONAUTICS

November, 19 to

THE MISSING LINK IN AERONAUTICS

By John D. Pursell.

PUBLICATIONS which, a short time ago,
searched tlie dictionary for conservative
words, when they touclied on aeronautics,
now give t'tiH jjiay to their iinasinations,
and seldom fail to worlc in something lil^e this:
"We have the aeroplane now only In its infancy.
One may be sure that improvements will be made
in. the macliine such as are not now dreamed
of," etc., etc. However, they never commit the
indiscretion of naming any iioneral lines along
which this miraculous development will take
place. The modest pun)ose of this article is to
point out precisely that opportunity for develop-
ment. The facts will speak for themselves.

It seems almost incredible, but it is, neverthe-
less, true that some very homely and everyday
law.s of Mother Nature have been studiously ig-
nored by the elect, like the ugly duckling, because
things have prospered very well, so far. without
them. I refer to Inertia, that property of all
ponderable bodies (including air) ; and' its ac-
companying factor, Accelerating Velocity. These
two potent influences are destined to play a very
important part in the devel(i])mi'nt of all aerd-
cars^ — helicoptere and flapping wing devices, as
well as the aeroplane. Consideration for your
patience coustrains me to limit my comments
to the aeroplane, alone.

Does the present aeroplane exhibit that grace-
ful impression of reserve strength that stands
forth so strongly when a touring car purrs lazily
over a small hill? Verily, I trow not. Rather
let us think of a seven passenger car, equipped
with a bicycle motor, nearly stalled on. the car
tracks in front of a rapidly moving street car.
Where is the exhibition of magnificent reserve
power for emergencies? I submit that the mental
attitude of tire driver in either case is very similar.
They both must win out by virtue of personal
skill alone.

Suppose for a moment that the 50-horsepower
Curtiss biplane requirt>d but one horsepower in
level flight. Wouldn't this solve all the essential
problems of safety, reliability and commercial use-
fulness simply because of the tremendous, fifty-
nine hundred per cent, reserve power absolutely
under the operator's tinger? The mastery of
adverse elements would be unutterably simplifled.
This is not an idle supposition. It is advanced
merely to illustrate graphically the truly marvel-
ous advance which will accrue from any con-
siderable economy in horsepower consumption over
the present figures.

The most elBcient aeroplane of to-day carries
about 50 pounds for every horsepower actually
delivered at the propeller. A 25-pound bird, how-
ever, instead of expending half a horsepower,
exerts scarcely a tithe of that energy. Let us
investigate this discrepancy.

Motors have reached practical perfection, as far
as small weight per horsepower is concerned.
Lighter motors cannot l)e expected to exhibit
the reliability so vital to the successful aeroplane.
Instead of crowding the motors, let us look
rather to the sustaining planes and see why
they are so ineflicient when compared with their
prototypes in nature.

In the standard plane of to-day, the approximate
angle of incidence is about 6 degrees. At 6
degrees, the drift or head resistance developed
during flight (exclusive of framing, etc.) is
about one-tenth of the total weight carried. To
l>e exact, for every 206 pounds lifted, there are
21.7 pounds of drift, which, multiplied by speed
of the machine, and figuring an allowance for
loss in transmission, etc., represents the horse-
power required to carry the 20G pounds. It is
perfectly clear that if we can design a sustainer
capable of producing the necessai-y lift, with
speed and wing area remaining the same, at only
a fraction of 6 degrees angle of attack, we will
need only a fraction of the horsepower now re-
quired to carry the weight with planes set at
G degrees.

Such a sustainer i,s described below :

In the first place, the vitally important faolor,
tliat which every flying creature employs to sus-
tain itself, rarefaction over wings, body and tall,
is almost totally disregarded in the present de-
sign. (This does not appear quite consistent in
view of the general acceptance of th(> fact that
there is rarefaction over the tops of aerojilane sur-
faces. — Editor.) A study of the transverse ver-
tical section of a bird's wing will show that de-
fective pressure must exist during flight, over a
large portion of its upper surface, after a certain
forward velocity is attained. The wing moves
edgewise through the air, and the air passes par-
allel with the under wing surface. The air stream
divides at the thick front edge of the wing, and the
portion of the air stream represented by the thick-
ness of the wing, is deflected upward and over
the upper surface by the wing's curved forwai-d
section, the extreme foi-ward edge of which is
nearly on the same plane as the under surface
of the wing. This air thrown upward by the
wing's curved edge, cannot reverse instantly and
maintain close contact with the upper surface
of the wing, on account of its inertia. The air
pressuri', therefore, drops below atmospheric, be-
tween the passing current of air and the wing's
upper surface, the space between lieing filled by
eddies at a pressure below that existing in the
free air (to be found underneath the wing)
the degree of rarefaction depending on the speed
and the degree of their inclination to each other.
This, of course, somewhat resembles the "slip"
of a propeller.

How slight the degree of rarefaction required
for flight is at once apparent when we remem-
ber that we require only two to four pounds
lift per square foot, whereas an absolute vacuum,
were it possible to obtain it, would yield about
one ton to every square foot of surface.

A satisfactory demonstration of the importance
of defective pressure may be obtained by taking
an ordinary l)ox kite and removing the vertical
planes, thus allowing the outer air to be drawn
into the rarirtcation forming over the lower planes.
The loss in lifting power of the kite will be ap-
parent. On the other hand, by extending the
vertical keels a slight distance at)ove the upper
horizontal planes, thus protecting the rariflcation
forming over the upper planes, from any side
currents, the increase in lifting power of the
kite will be noticeable.

In the face of the above, we must agree that
proper conservation of the rartficatiou above a
sustainer is essential to economv of energv in
flight.

Now we come to a factor in the proposition,
which seems to, have been ignored heretofore,
viz : The efticiericy of a sustainer varies Inversely
as the fore-and-aft dimension.

Referring to diagram : The dotted curve 2 :!
represents the line of equal rarefaction, produced
by the air stream in flowing over the wing 4. The
space 5 indicates the useful rarefaction, which
corresponds somewhat to the "slip" of a propel-
ler. This line 2 ,">, must represent an increas-
ing downward velocity, because air possesses weight,
and conseciuently, inertia. This is self-evident.
As this is an accelerating downward velocity, the
distance 6 7 must be only one-sixteenth of the
distance 8 9 because it is one-fourth as far
back from the front edge of the wing. If the
accelerating velocity factor is admitted (and it
cannot well be denied) the distances 6 7 and
8 9 must compare as the squares of their dis-
tance back from the front wing edge.

The expansive power of air affects the rate
of acceleration, but it has nothing to do with
the ratio, and it is the ratio with which we are
dealing.

The distance 8 9. being sixteen times as great
as the distance 7. the average angle of lil$i-
dence for the large wing is four times that .^^e-

155

AERONAUTICS November, iqio

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for Long Distance Cross Country Flights, Duration,
Distance and Altitude.

At the recent Harvard- Boston Meet. at. Atlantic, the Wright< Flyer,
in competition with Bleriot>, Farman, Curtiss and other machines,
^ took firsts prize in duration, distance, altitude, accuracy of landing,

slow flight, and the Hammond Cup for bomb throwing.

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In answering adz'ertiseincnts f^lease incntioii this magazine.

AERONAUTICS

ISlovemher, igio

liuired by a quadruplann, consisting of four planes
nipasui-ing the same as 2 7, superimposed. Tliough
thi' distance 8 9 is sixteen times the distance
7, the radius of its arc 2 8 is, of course, four
times the radius 2 6, hence the degree of incidence
is not sixteen times as great, but only four times.

Inasmuch as the efficient angle of incidence
for the (juadruplane is only one-fourth the angle
re(iuired by the monoplane, it will lift an equal
weight, at same speed, but requires only one-
fourth as much horsepower as the large mono-
plane.

Keference to the diagram will show that an
octoplano would yield eight times the efficiency —
retjuiring but one-eighth the horsepower to pcr-
from the work, etc., etc.

Therefore : Efficiency of fi sustainer varies
inversely as the fore-and-aft diniension.

sustainers will require but one horsepower for
every twelve in the present machines^ — quite a
saving, we must admit. The 206 pounds men-
tioned above, would be levitated with oniy 1.8
pounds head resistance, instead of the 21.7 pounds
required with the larger plane. And this, too,
with no increase in wing area or speed. This
m«ans we can figure about 600 pounds carrying
capacity to each horsepower — which open.s" uii
vast possibilities in. the commercial machine.

As an angle of incidence equal to but one-
twelfth of the original 6 degrees — namely, om--
half degree — would prove impractical with the
present form of aerocurve, we substitute the
natural design found in a bird's wing. The flat
lower side is to pass parallel with the lowei-
air stream ; the thick forward edge divides the
I wo air currents, and the sloping upper surface

Or : The angle of incidence varies directly
as the fore-and-aft dimiension of a sustainer.

Also : A numlK'r of corollaries, but they are
so obvious that I will not take space to set
them forth. One would deal with Prof. Langley's
paradox ( V) of economical high speeds. That
is, a plane driveiL at quadruple speed requires
only one-fotirth the angle of incidence (we see
why from above diagram), therefore developing
four times the speed at no additional expense in
horsepower.

In' other words, there is an intrinsic advantage
derived from the narrow planes — and no apparent
disadvantages — even constructional, for stronger
machines may be built by reason of their cellular
compactness.

Constructional limitations will discourage the
use of planes much under 6 inches deep. Com-
pared with the present 6 foot deep planes, these

corresponds to the angle of incidence, yielding
the lift, through rarifaction and minus pressure.
And it is this minus pressure that does the work,
anyway. This thick wing cannot be taken: aback at
the front edge, when held at small angles, like
the present aerocurve would be.

A multiplane possesses intrinsic fore-and-aft
stability. By designing the "vertical" bracing like
the sustainers, and arranging them at dihedral
angles, we may practically eliminate idle head
resistance in the wings, and the lateral stability
will also be automatically increased.

With moderate application of the proposition :
"Efficiency varies inversely as the fore-and-aft wing
dimension," and its corollaries ; together with
proper conservation of the rarificafion above a wing,
we usher in the era of true flight. The comi-
mercial flying-machine is now a probability. Ex-
celsior !

Aero Calendar of the United States.

Oct. 17. — St. Louis, Mo., Gordon Bennett balloon
race.

Oct. 22-23.— Ft. Wayne, Ind.. 2 Curtiss ma-
chines.

Oct. 22-30 — Belmont Park, L. I., international
aviation meet, including Gordon, Bennett aviation
race, latter on Oct. 29.

Oct. 22-2:'. — Novice meet of A. C. of California.

Oct. 2S-Nov. 1 — Macon, (ia., Wright aviators.

Nov. 1-3 — Norfolk, Va., 3 Curtiss machines.

Nov. 2-8 — Baltimore, Md., open meet.

Nov. 2-12 — Philadelphia, Pa., aero show of Penn-
sylvania A. C.

Nov. 17-24 — St. Louis, Mo.. Coliseum aero show.

Dec. 1-8 — Aero Show of A. C. of Illinois.

Streator, 111.. Chas. F. Willard.

Mobile, Ala.. Curtiss aviator.

Chattanooga Wants Meet.

The ChamIxT of Commerce, of Chattanooga.
Tenn., is desirous of communicating with aviators
for the organization of a meet or exhibition. Cor-
respondence is solicited.

$32,700 For Baltimore Flights.

Baltimore has arranged for an aviation meet
Nov. 2 to 8.

The aviation committeee has arranged the ten-
tative list of prizes as follows : Lord Baltimore
prize, .$10,000 : greatest speed, $5,000 ; altitude,
$5,000; duration of flight, $3,500; longest dis-
tance flown. $3.500 : slowest flight, $1,.500; get-
away, $200; accuracy, $500; bomb throwing, $,*{.-
500 ; a total of $:!2,700. In addition to these,
prizes will be ottered for amateurs, while J.
Barry Ryan has offered the Commodore Barry
Cup for bomb throwing, this to be open, only
to members of the Aeronautic Reserve andi for-
eigners.

Dinner to Curtiss.

The best aeronautical dinner that has yet been
given was tendered (Jlenn IF. Curtiss and his flyers,
.r. S. Mars and J. A. 1). McCurdy by the Aero
Club of Cleveland (0. 1. on October 12. Forty-three
people attended the l)anquet, including the Mayor
of Cleveland, president of Chamber of Commerce,
and other leading men. E. W. Roberts, of the
Roberts Motor Co., was one of the speakers.

157

4ER0NAIJTICS

November, igio

BelmontInternationalMeet.

As we go to press the aiTaugements are about
completed for what promises to be the most
extraordinary meeting yet held in America.
The "International Aviation Tournament" at
Belmont Park, Long Island, New York, from Oct.
22 to 30, inclusive, offers total cash prizes amount-
ing to $67,300, to be competed for under the rules
and regulations of the Federation Aeronautique
Internationale.

The Gordon Benjiett race, perhaps, is the prin-
cipal feature of the meet and is the primary cause
of its being held. A year ago, Aug. 28, G. H.
Curtiss won the cup at Rheims, France, making the
fastest time for 20 kilometres, 15 minutes 50 3/5
seconds, a speed of 47.06 m. p. h.

In the 1910 Gordon Bennett cup race, Oct. 29,
.$5,000 cash goes to the winning aviator (and the
silver trophy to the club of the country represented
by him) making the fastest time for 100 kilo-
m)eti-es (62.1 miles) flown over a course of 5 kilo-
metres (3.1 miles).

H.ST OF ALL CO.NTESTS.

RYAN PRIZE, $10,000. Donated by Thomas F.
Ryan, to be awarded to tlie aviator who shall
make the best elapsed time in a flight starting at
Belmont Park, around the Statue of Liberty, in
New York Harbor, and return to the starting line ;
open to all competitors who shall have remained in
the air in one continuous flight one hour or more,
during the previous contests of the tournament.
This contest is scheduled for Thursday afternoon,
October 27.

GORDON BENNETT ELIMINATION RACE,

first. $1,200; second, $800; third, $500; total,
$2,500. To select representatives of America in the
Goi'don Bennett race. Open only to aviators having
pilot licenses. Distance 100 kilometers, over circuit
of 5 kilometers. Three machines making fastest
speed to represent America.

HOURLY DIST.INCE PRIZE, first, $250; second,
.$100; third, $50; for each one of 12 hours, total,
$4,800. One hour set apart each day for hourly
distance and altitude contests.

HOURLY ALTITUDE PRIZE, first, $250 ; second,
$100; third, $50; for each of 12 hours, total,
$4,800.

DAILY TOT.iLIZATION OF DURATION PRIZE,

first, $500 ; second, $250 ; third, .$100 ; for each of
seven days, total, $5,950.

FASTEST PLIGHT FOR TEN KILOMETERS,
first, $1,500; second, $1,000; third, $500; total,
$3,000. Over four laps of 2,500hmetre course.

GRAND ALTITUDE PRIZE, first $2,000; second,
$1,000; third, $500; fourth, $250; total, $3,750.
$1,000 additional for world's record.

AERO CLUB OF AMERICA ALTITUDE PRIZE,

$5,000. Altitude must be 10,000 feet or more.

GRAND SPEED PRIZE, first. $3,000 ; second.
$1,000; third, $500; total, $4,500. Distance, 25
kilometers (10 laps).

CROSS COUNTRY FLIGHT, first, $500 ; second.
$250; third, $100; on each of four days, total,
.$3,400, awarded for best speed.

CROSS COUNTRY PASSENGER CARRYING
PRIZE, $2,000. Awarded for best speed with pas-
senger weighing not less than 125 lbs.

PASSENGER CARRYING I'RIZE, first, $1,000;
second, $400; third, $200; total $1,600, to be
awarded to aviator carrying greatest weight of
passengers twice around 2,50(Vmetre course.

TOTALIZATION OF I^URATION PRIZE, first.
$3,0(1(1; si'cond, $1,500; third, $1,00(»-; fourth. $."i(M) :
total. .$(>,000. Awarded for greatest total duration
during meet.

TOTALIZATION OF DISTANCE PRIZE, first.
$1,500; and second, $1,000; thiitl $5(M) : total $:'..
000. For greatest total distance during meet.

MECHANICS PRIZE, $1,000.

DISTRIBUTION OF PROFITS, Aviators par
ticipate to the extent of 70 per cent, of the first
.$100,000 profits, and 40 per cent, of any sums be-
yond; the aviators sharing this on a system dt
points.

OTHER PRIZES. Scientific American trophy for
the longest flight made in 1910 in America. Michc-
liii trophv and $4,000 cash for the longest flight In

158

ERONAUTICS November, 19 ro

Hello! El Arco! HcUo! El Arco!

FORMS CLOSING! ! ! COPY PLEASE! ! !
and not a line written! Not a cut ready!

and we had intended to have a picture of Curtiss on his flight from
Albany to New York when he used an EL ARCO RADIATOR with perfect %
results, and another picture of J. J. Frisbie with the first twin EL ARCO *
RADIATOR installation, and a well-worded advertisement asserting in ^
terse, crisp sentences that the EL ARCO was the lightest, strongest, most '^
efficient radiator ever devised and that the sharp cutting edges of the tubes #
and the compactness of the radiator minimized the obstruction to the air, ^
and that therefore there was no other radiator so well adapted to cooling ^
aeroplane engines as ours.

We had intended to claim that we were the first in this country to
sho^A^ a radiator especially made for aeroplane work with special metal 5
throughout and individual caps and fittings, and to remark that E. R. Hewitt, ^
a member of this firm, the w^ell-known designer of engines, who has been |J
experimenting scientifically with the problem of engine cooling for years, %
laid out the formulae which we angines. We design in accordance with your ideas, but, we also design
to specified conditions. If you have drawn up your ideas can we not engineer
them, and place the material to resist the stresses that are imposed? We determine
these stresses for you, suggest improvements or economical manufacture. We
guarantee results. W"e conduct tests on the strength of materials, calculate the
strength of structures, and make mechanical drawings.

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In anszvering aclvcrliseinciits please mention tliis magazine.

AERONAUTICS

hJovcmher, ipiu

ST. LOUIS, Mo.. Oct. 8-18.— Five Wright ma-
chines are fl.ving daily at the meet of the St.
Louis Aero Club, held iu connection with the
international balloon race on the 17th.

Ely lill(Hl the Koanoke, Va., date, Sept. 21-2:!.
At I'oughkeep.sie, N. Y., Sept. 27-30. Ely raced
an automobile and mad'e good flights before the
biggest crowd the fair has ever seen. Wil-
lard flow at Itiverside. Mass., Sept. 28. George
K. KnsscMl exhibited at the Danbury, Conn., fair.

Oct. 5. Mars was at Spokane, Wash., Oct. 3-S,
and Ely at Youngstown. O., on Oct. 12.

Arch Iloxsey (Wright) flew at Rochester, N. H.,
Sept. 27-;J0.

Thousands attending the Washington (Pa.) cen-
tennial celebration, Oct. 3-7, stood speechless when
Brookins made his high and sensational flights.
About 1.000 feet up, in one of his flights, the
machine was caught by a gust of wind. It dipped
and plunged downward about 100 feet before it
was I'ighted. The aviator later landedi safely.

HOXSEY AND BROOKINS SET NEV\^ MARKS

BRCOKINS MAKES NEW AMERICAN
RECORDS.

17534 Miles Across Country.

Total straight line distance from

town to town i75^ miles

Total flying time 5 h. 51 m.

Average speed per hour.... 30.4 miles
Elapsed time, start to finish. . yh. 12 m.
Left Wash. Park, Chicago. .9:15 a. m.
Arrived Oilman, 111., 75^4 m., 11.43 a.m.

Left Oilman, 111 12:41 a. m.

Arrived Mt. Pulaski, 111., 86^ m.

3:20 p. m.

Left Mt. Pulaski, 111 3:43 p. m.

Arrived Fair Grounds, Springfield,

111., 2334 miles 4.27 p. m.

Springlield, 111., Sept. 29. — By going 86% miles
without alighting. Walter Brookins. in his Wright
liplane (minus front control), broke the American
[•ecord for cross-country flying, made by Charles
[C. Hamilton, who set the mark of 74.31 miles in
the flight from New I'ork to Philadelphia and
Dack. Curtiss" longest cross-country flight was
71.25 miles, in his Albany-New I'ork trip.

The aviator flew for the most part at an eleva-
tion of 800 to 1,000 feet, but occasionally dropped
lower or mounted higher to fly in better air cur-
rents. The average win<l for the .5 hours was 9I/2
miles an hour, bead on.

BROOKIXS MAKES TWO XEW REC(U!I).S.

Not only did he make more miles in one stage
Df the trip, but the total distance flown is greater
than either that made by Curtiss or Hamilton.
The latter's flight to Philadelphia from New Y'ork.
and return, totaled 140. .54 miles, and Curtiss on his
.Vlbany-New York flight covered 142. ."> miles.

The flight was made under the auspices of the
Chicago Rccord-Henihl. which offered a purse of
lflO,000.

The start was in Washington Park, Chicago. It
had' been arranged for Brookins to land at Oilman
to replenish his oil and gasoline supply. Brookins
waited at Oilman for 45 minutes before the accom-
panying train came in. Train started from Park
Row Station, Chicago, at 10:02. A special car was
attached, which was held when necessary.

An oil pump which didn't work caused a lauding
at Mt. Pulaski. This was repaired after a few
minutes and tlie flight restnned. In starting, one

of the wheels was wrenched off, l)ut Brookins did
not know it and kept on going. From here he
left the line of the railroad and headed directlv
for the capital of Illinois. After circling above
the Fair Orounds at a height of 2,000 feet, he
shut oft' the motor and glided down, the deed
planned successfully accomplished.

Wilbur Wright and the newspaper men followed
the flier in a special car attached to a passenger
train of the Illinois Central. This had to make
its regular stops, which gave Brookins time to
beat the train to both Oilman and Mt. Pulaski.

For the distances Ae[:onautic.s is indebted to
Mr. Williams Welch, Chief Draughtsman of tlic
Office of the Chief Signal Officer, U. S. Army.

AVIATOR HOXSEY MAKES NEW
^^L, JRECOi

Flew 91 Miles frorri "Springfield to St. Louis.

ST. LOUIS, Oct. 8. -Arch Iloxsey, in a Wright
biplane, flew from Springfield, 111., to the Country
Club grounds at Cla\ton. St. Louis county, to-day
and established an American sustained flight record
in an aeroplane by rnvrrinu )j|B^'miles in an air line.
His time fop'f t W ' H <i niiien was 2 hrs. 45 min., an
average of -Stet m. p. h.

His objective landing place was the aviation field
at Kinloch Park, but because of his failing to find
the grounds he descended eight miles away. He
alighted on the aviation field at 3. .30 P. m'. His
time in the air was 3 hours.

Iloxsey tried to find the field, and circled within
three miles of it five times. His engine could be
heard when he was not in sight. He mistook the
smoke of a brick plant for the tar fire on the
field, and could not locate the Held.

He was seen from' the aviation field at 2.1-1.
Soon as Walter Brookins could get an aeroplam-
started he went aloft to guide his fellow birdman
to the field, but Iloxsey veered to the south and wa.i
lost to view. Bombs were exi)lod(>d and the band
played as loudly as possible, but the aviator did not
hear the guiding noises.

He landed at the country Club, five miles from
the field, at 3.11. After he had learned the direc-
tion of the aviation field he went into the air again
and landed safely.

The flight was the opening event of a tea days'
meet vmder the axispices of the Aero Club of St.
L(.uis.

Brookins. Turpin and Welsh entertained the spec-
tators with flights whil(^ waiting the arrival of
Iloxsey.

Roosevelt Up.

St. Louis meet, with the Wright
Iloxsey, Turpin, Parmelee, Welsh.
Ogilvie, Brookins and .lohnstone. and -f^hlnnr with
his Bleriot, Iloxsey took up ex-President Itoosrv(>lt
for a 'TiTort flight.

During tli
machines of

161

AERONAUTICS

November, i()w

Flight Progress
over-^country

J.H. SMIDLEY MONOPLANE
WHICH FLEW IN WASHINGTON
WITH 2 CYL. STEVENS DURYEA
AIR COOLED IB HP. MOTOR.

TIIK Stebbins-ijcyiU't AcroplaLU' Co., of Nor-
wich, Conn., ai(j biiildint; aeroplan-i's of the
triplam- type, which liave a detachable mid-
dle plane, therel)y changing from the tri-
plane to the biplane type when desired. They
are different from all other American aeroplanes
now on tlie market, as they involve the use of
three main planes^ — two coml)ination front hori-
zontal rudders and two combination rear horizontal
rudders. They are beautiful in apj^earance and of
simple construction. All Joints are firmly held in
place by castings of a special aluminum alloy,
being strongly built and having a number of novel
and original features, several of which are espe-
ciaftly praiseworthy. Although this machine only
haa a twenty-four foot spread and only twenty-six
feet long over all, its total amount of supporting-
area is 400 sq. ft. ; weight 6(Mj pounds in flying
order, and have a lifting capacity of approximately
TOO pounds more.

Fnnnc. — iCntirely of a selected grade of Oregon
Si)i-uce, tinishi'd down to a smooth surface and
varnished. All struts are fish shape and set in
alumiinum sockets which are bolted to top and
lower l)eams with special strong bolts of small
diameter. The middle i)lane is set inside of the
six upi'ights and held in place liy aluminum cast-
ings. A flexible twisted 7-strand wire cable and
Stebbins-tiejTiet turnl)uckles are used for trussing.

Planes. — -Top plane is three sections, laced to-
gether, having a 24 ft. spread and 7 ft. depth :
midd'le plane in two sections, each of 7% ft. in
length by ft. deep, and set 5 ft. apart for
engine ; bottom plan<' in one piece, 16 ft. long,
and a depth of ."> ft. : a total supporting area
of O.50 sq. ft. These i)lanes are set ;5i/^ ft. apart
and are set at angles of degrees and so ar-
ranged as to have the greater amount of lifting-
area above and the greatest weight below the ceii
t(,'r of gravity. The miiddle jiJane is detachable,
thereby changing from the Iriphuii' to biplane
type when desired.

lUiiintriiclion. — Itilis are huiiiunted of two pi(>ces
of spruce finished down to '-j .\ % in. cross sec-
tion dimensions with true curvature of about 1 in

-U: and fastened to the beams by a special alutni
num casting. No. 2 Naiad aeroplane covering h
used in covering the plane and pockets are sewei
in for the ribs.

Rudders. — Two combination elevating rudders an
set well up in front, each containing 18 sq. ft
of supporting area and arranged to work in
unison, independently, or in opposite directions
In Model "B" machine are also two rear small
elevating rudders which work in unison with the
front rudders. One vertical rudd<^r of H} sq. ft.
is suspended rear of a small stationary horizontal
plane in Model "A,"" while a small vertical rudder
of only 6 sq. ft. is hung Ixmeath the small station
ary plane in Model "B." The elevating rudders
are so arranged as to balance the machine while
in flight. Wing tips are also used in balancing.
Uiidd<^r beams are held in place by a special two-
piece casting which forms a hinge, thereby making
a quick detachable joint.

Mounihuj. — The Curtiss type chassis is used for
mounting with three \Yeaver 20-in. wheels and
Hartford '•Aviator'' tires. Rear wheel gauge is
(JO inches and 15 ft. wheel base. In Model "\'>"
a .spring skid is arranged below the main skid
in such a way as to automatically dro]) when'
aeroplane leaves the ground and absorbs all sliock
when landing.

Poicer riant. — Model "A" is fitted wiih Caiiirron
25-oO h. p. four cylinder air cooled motor with
a :^'^-m. bore and o^-in. stroke, witli Itoscli
high tension magneto and Uinek Aero (."o. pro-
pel'lor, giving very good results. A Model "C"
Holmes rotary 7-cylinder motor, which is similar
in design to the famous Gnome Motor, is being
installed in Model "11." This motor has a 4x4
in. bore and stroke, and will drive a Stebbins-
Geynet 7 ft. in diameter, ('« ft. pitch, propi-ller
at 1,200 rev. per minute, and a llir\isi of .'J.'itt
l)Ounds is expected to be obtained.

Control. — .V very simple and positive control is
employed, known as the Stebbins-tieyiiet "•auto"
control ; ;i pull or i)usli movement i)i)e!-ates the
elevating ruddci-s. while the balaucing is done

1«8

AERONAUTICS November, 1910

World's Aviators

WILL FLY AT THE

International
- - Aviation - -
Tournament

BELMONT PARK

Oct. 22 - - Oct 30

Alfred Leblanc Alec Ogilvie

Emilie Aubrun Chas. K. Hamilton

Hubert Latham Walter Brookins

Count de Lesseps John B. Moissant

Rene Simon J. Armstrong Drexel

Claude Graham- White Clifford B. Harmon

James Radley Thomas S. Baldwin

Special Train Service from the Pennsylvania Terminal. Boxes, Park-
ing Spaces, and Reserved Seats can be obtained at the Tournament
Headquarters, Room 1105, Fifth Avenue Building, or at Tyson's,
McBride's, or any of the leading ticket offices.

In answering adv^V\i^^ni^nts please iiieutioii, iiJH& inagasine.

AERONAUTICS

November, ipio

Have You Seen The Man-birds Fly at Belmont Park?

DE LESSEPS CROSSING THE CHANNEL IN
HIS BLERIOT

Does not the graceful,
sure, and steady flight of
the monoplanes inspire you
with confidence and a de-
sire to fly yourself in one
of these machines ?

Since Bleriot flew the
English channel over 400
people have taken up the
use of his machine. It
holds the records for speed,
endurance, and high flying ;
its greatest performance
being the flight of George
Chavez across the Alps.
Moissant flew^ from Paris to
London w^ith a passenger,
after having made but three
flights previously in one of
these machines.

The Beach Monoplane

is of the Bleriot No. 11
(cross-channel type). It is
fitted with a powerful gyro-
scope w^hich prevents side-
tipping and gives it far
greater automatic stability
than is obtained with any
other aeroplane. As a result
you can fly in high winds
without danger of upset-
ting and without fatigue
from maintaining your
equilibrium in the usual
way by hand.

We can supply the
Beach Monoplane in two
types and sizes. The prices
of these are $5,000 and
$7,500 respectively.

Catalogue and full par-
ticulars upon request.

SCIENTIFIC
AEROPLANE CO.

Box 773
New York

In answering adveiiise-menis please mention this magazine.

AERONAUTICS

November, ipio

The Scientific American Trophy

Was the first aviation trophy offered in this country (l907). The contest for this cup
will be one of the features of the International Aviation Meet at Belmont Park, Oct. 22d
to 30th. The winner this year will be the aviator making the longest cross-country

flight. Glenn H. Curtiss won the
trophy in 1908 and 1009, and unless
his Albany-to-New York flight is
surpassed during 1910, he will be-
come its permanent owner.

Another feature of the Meet will be
THE AVIATION NUMBER

The Scientific American

On Sale October 20th

C The contents will include popular
and elemcntarij articles on aviation,
written so that the average man
and woman can understand and
enjoy every word.

^There will be articles on the
difficult art of learning how to fly ;
how aeroplanes are balanced; a
series of carefully prepared draw-
ings of the leading types of ma-
chines, every part painstakingly
labeled, so that the mystery of the
machine's construction is revealed
at a glance ; dozens of pictures of
machines on the ground and in the
air ; and a brief history of mechan-
ical flight, in which credit is given
where credit is due for the most
wonderful achievement of our time.
These are but a few of the more
important articles.
C,Be sure to read this epoch-
marking number of the Scientific
American. Tell your newsdealer to
reserve a copy for you — or, better,
send us $3.00 and receive the
Scientific American 14- months for
the price of one year's subscription.
If you are a home owner, you will
also be interested in our beautiful monthly "American Homes and Gardens" which we
will include in the above offer for $2.00 extra. By sending $5.00 you will obtain $7.00
worth of subscriptions, and receive both publications regularly for the next 14 months.

MUNN & CO., Inc. Publishers of SCIENTIFIC AMERICAN

Established 1843 361 Broadway, New York and AMERICAN HOMES and GARDENS

The Scientific American Aeroplane Trophy

In answering adveriisements please mention this magazine.

AERONAUTICS

November, igio

I Lightest ^ Strongest Yet Produced \

foot pitch, at 1000 R. P. M. Get our catalogue and reference sheet.

60 to 120 H. P.

type
Adopted by the
largest aero-
plane makers
and acknowl-
edged to be
superior in
workmanship,
finish and re-
liability.

Compare them
for power and
weight. 456
pound thrust
with eight foot
propeller, five

I THE EMERSON ENGINE CO. Inc. Alexandria, Va., U. S. A. t

^^3^-llf-^'^^*

J^KRO/S, OHIO.

GOODYEAR

Aeroplane »j^ Balloon Equipment

^T 24 X 3" and 26 x 3" French Type Aeroplane Tires to fit

^1 Farman, Bleriot, Antoinette, Voisin, Sommer and Roe

machines equipped with French and EngHsh Rims.

20 X 3" Single Tube Tires to fit American Type Crescent Rims.
Rubber coated moisture-proof fabrics as used on practically all
foreign machines and now being adopted on American Aero-
planes. Weights from 2\ to 4| oz. per square yard.

Rubber Aeroplane Springs for absorbing alighting shocks,
Farman Type.

Rubber coated balloon fabrics as used on all German, French
and English Government balloons.

Our line of Aeroplane and Balloon materials is the result of care-
ful investigation into American and European requirements and
standards.

If you want the latest developments in equipment write us.

Dept. Y., The Goodyear Tire and Rubber Company

Akron, Ohio

In answering advertisements please mention this magazine.

AERONAUTICS

November, ipio

with side movement or slight turn. The rear
vertical rudder is operated with a foot control.
I'lisiine control levers are conveniently placed
wiihin reach of the left hand and foot lirake on
the front wheel. An arrangement is to be tried
out. whereby the front wheel will be connected
witli the steering device in much the same man-
ner, as a bicycle is steered on the ground.

Hugh Willoughby's First Flights.

Hugh L. Willoughby has made his first flights
with the "War Hawk," at Atlantic City Beach.
The flights were under 100- yards and less than
lOi ft. altitude, but the machine got in the air
at a speed of only 20 miles an hour, running
over a track made of smooth boards about 150
ft. in length. Mr. Willoughby found the steer-
ing easy and natural, and a little drop of the
starboard wing was corrected with a Curtiss shoul-
der control. The patented control of the engine,
with right foot pedal, described in Aeronautics
last year, worked to perfection.

The front and rear horizontal rudders worked
in conjunction with each other as in the Parman
machine and some of the Wright aeroplanes. The
lauding wheels are arranged similar to the Far-
mau. The total weight of the "War Hawk" is
1.111!) pounds. The 30' h. p. engine is a stock
automobile engine, made by the Pennsylvania
Automobile Co., and weighs 430 pounds'. Mr.
Willoughby is now at work on another machine,
which he calls the "Pelican," at Clementon, N. J.
On the 15th of November Mr. Willoughby will
leave with his machine for his winter home at
Sewalls Point, Florida.

Novice FHes First at Exhibition.

George Schmitt, of 5 Royce St., Rutland. Vt.,
had a contract to fly and had never been in an
aeroplane. The payment was contingent upon his
actually flying. He did not get the machine
ready in time to make any trial flights at all.
He never knew even how to start the Elbridge
engine, as he did not receive it until a day or
two before the date of exhibition. He got his
machine as.sembled at the exhibition grounds and
just flew, and got paid. He bought the parts
for the aeroplane from Witteman Brothers and
assembled them himself.

Flights in Kansas and Missouri.

O. A. Mattingly, of Pittsburg. Kansas, has been
making daily flights with his biplane on the prairies
west of Pittsburg. Mr. Mattingly damaged his
machine somewhat recently, but repaired "it and
has become so proticient that he has agreed to tlv
at the Ozark Four-State Exposition, at Joplin, Oct.
8-17.

He siays he intends to get thoroughly familiar
with the "game," and then try for the St. Louis
to New York prize.

His machine has an original device of his own
for lateral balancing. The machine and motot
were built by the Holbrook Aero Supply Co., of
Joplin.

The De Chene-Sowers all-aluminum biplane,
which is a Curtiss type in the main, with many
original features, is making repeated flights at
Joplin, and the makers are preparing to get be-
fore the public with it.

New York's Biggest Aeroplane Factory.

That New York and vicinity has several plants
for the making of aeroplanes is not so very gen-
erally known, but the searcher for a machine can
discover shops tucked away in lofts, in automobile
garages and buildings which have sometime served
a more earthy purpose.

No one has seemed to pay much attention to
the rumor that Capt. T. T. Lovelace, filibuster,
■'admiral" of a South American one-boat navy,
airship pilot, yachtsman, alligator hunter, show-
man, aviator and balloonist, a "soldier of fortune,"
had joined with Fred. Thompson, who built Luna
Park, the Hippodrome and has for some years
been interested in the Fort George amusement park,
in the building of aeroplanes on a big scale.

On a high cliff overlooking the Harlem river
and Spuyten Duyvil Creek, where Curtiss landed
on his Albany-New York flight, is a huge dancing
pavilion with a half dozen monoplanes in all
stages of construction on its floor. The band's plat-
form is now taken up with a work bench and
tools. One of thesfe monoplanes is for Leo
Stevens. Another building, measuring 150 feet in

Stebbins and Geynet Triplane

163

AERONAUTICS

November, igio

length, has a line of shafting its entii'e distance,
running planers, saws and all sorts of woodworking
machinery. In still another building is a big
lathe, drill presses, forges land other machine
tools. Even a casting shop is being arranged.
All the machines are run by electric motors. Off
the big dancing room are other rooms with'
draughting boards, work benches and an office.

The buildings, for years allowed to go to rot
and ruin, are being patched up and the roofs
covered with tin ; storm-washed walks are being
rebuilt and trees cleared off the grounds to make
this historic spot a commonplace factory for the
mlaking of flyers.

Captain Lovelace was in charge of the last show
the Aero Club of America had. Then he was at
the Jamestown Exposition in the aeronautical
department. From there he took an airship to
Panama, which enterprise did not end in any
ascents, owing to impossibility of making the gas
there. He wias next heard of in London when
his airship took fire at an exposition, and a
young lady assistant was burned to death. After
being with Wilbur Wright at Le Mans and Rome,
he wias manager of the aerial department of the
Humber Company in England. His first public
appearance in flight was at the Doncastcr meet.

Stevens Buys Aeroplane.

Aeronaut Leo Stevens, who has been sailing and
building balloons for miany years, has bought an
aeroplane — two of 'em.

That does not mean at all that ballooning is
decadent, but that the aeronaut wiants merely a
new sensation. Ballooning will always hold its own.
In tills country the sport has increased in popu-
larity instead of declining.

Stevens has been considering the making of
aeroplanes and has looked over the field and has
now bought a 35 horse power monoplane built
by the Lovelace-Thompson aeroplane and motot
works.

Hamilton Has Speed Marvel.

On the Olli of Octolior. Chas. K. Hamilton began
flying again after his accident at Pasadena. With-
out preliminary runs of the 110 h. p. Christie en-
gine, he started from the Aeronautical Society's
shed and shot in the air almost instantly. Wil-
liam Wurster, of the W. C. P. Co., swears his
speed was 100 miles an hour. He says he timed
him over the course, said to be 1^4 miles, but
never officially measured, even by America's latest
controlling organization, the National Council, in
39 seconds. This figures out at IIG miles. Per-
haps Brother Wurster was wrong, but. at any
rate, everyone says he has more speed than any
record yet, which means 70 miles an hour.

Capf. WJlJotrghby's J^schine

The machine is a straight Curtiss type, but built
extra heavy, reinforced all through and guyed with
big wires. New light Goodyear tires and rims
have been put on.

The Hamilton Engine.

The Hamilton engine was designed by Walter
Christie, who says there has been some misprint
in regard to it. The bore is 4%x7 in. stroke.
A. L. A. M. rating makes this 61 horse power.
The makers rate the engine at 110 horse power
at 1,500 r. p. m. In view of the length of the
stroke this would seem' to be a conservative esti-
mate.

Coddington & Webb (Mangum Webb and C. C.
Coddington) has leased a five-acre tract on Provi-
dence road, Charlotte, N. C, and will establish
an experimental station for manufacturing aero-
planes. A contractor of Charlotte is proceeding
with construction of timber building 150^40 and
40x40 feet in size ; the company will also con-
duct an aeroplane school.

Dr. William Greene has made his first flight
with his new cross-country aeroplane at Rochester.

O. Chanute 111 in New York.

Oclave Chanute arrived in New York on October
Sth, and is seriously ill with pneumonia. He has
the l)est wishes for "his speedy recovery from thou-
sands of people who are ac<iuainfed with himi per-
sonally, or otherwise, through his work in aero-
nautics.

164

AERONAUTICS Movember, ipiO

*
*
*

ze Name

BURGESS CO. & CURTIS

MARBLEHEAD, MASS.

*
guarantees *

*
*

Excellence in Design and Workmanship

Our Aeroplanes are Safe
They Fly Well, Too

COur Model A flew successfully

but our Model B beats it. t

CLOur new Model C is even better. |

CThe price remains the same. I

Call any Day — Weather Permitting

at our Aviation Grounds,

Newbury port, Mass.

For a Convincing Demonstration

Imported Aviation Motors I

C A limited number of the well known Clement- J
Bayard Aviation Motors, delivering 30 horse- *
power and weighing 108 pounds, may be pur- *
chased from the Burgess Company and Curtis, J
Marblehead, Mass. *

In ansivering advertisements please vieiitioii this iitagasine.

ABkONAUTICS

Noveniher, igio

••••••••••••••••••••••••••••••••••••••••••••••••••••••••••^

AERONAUTICAL SUPPLIES

==^= At Money Saving Prices ==^=

NICKLE PLATED TURNBUCKLES, Very Light and Strong, each, 12c.

Elbridge Special Featfaer-weight, 2-Cycle Aero Motors 7 ft., 9 lbs $50.00

(water cooled): 8ft., 12 lbs 60.00

3 Cylinder, 30-45 H. P., 1 38 I -2 lbs. . $750.00 The 6 ft. propeller gives 200 lbs. thrust at

4 Cylinder, 40-60 H. P., 178 lbs. . . . 1050.00 1200 R. P. M.
Cylinders 4 5-8 X 4 1-2, copper jackets, Model Propellers, laminated wood, 10 in. to 12 in.
aluminum bases, hollow crank shaft. perfect screw, 4.00

20 X 2 Aeroplane Wheels with tires built with steel Galvanized Steel Cable for " Guying " :

rims and special hub, very strong, price, . . 11.75 1-32 in., 200 breaking strength, price per ft. .03

E. J. W. Aeroplane Hubs turned from solid bar of 1-16 in., 500 breaking strength, price per ft. .03'2

steel, drilled 36 holes, well-nickeled, . . . 4.00 3-32 in., 800 breaking strength, price per ft. .04

E. J. Willis Propellers, laminated wood, perfect 1-8 in., 2300 breaking strength, price per ft. .06
screw: i Rubber Bands for models, 12 ft. lengths, 1-8 in.

6 ft.. 6 I -2 lbs 40.00 I square, each, 1.00

Complete catalogue of supplies, motors, gliders, and light metal castings mailed free, upon request
E. J. WILLIS CO., Dept."F" 67ReadeSt.and^85^Ch^an,bersSt.,

4 ^;(^^4^^^;f ^^;f A^jf ^^j^^i^^.^^A^A^^^^^j^^^^.^^^-p
* t

} California Aero, t
t Mfg. & Supply Co. {

]f 441 -443 Golden Gate Av., San Francisco

>f
>f

♦

>f
>*.••••••••••••••••••••••••••••*

We have on hand:

All parts for Curtiss Biplane ;is per spocilication
ill Septcnilit-r issue (if "Aeronjiutics "

Loose Monoplanes, ready for iiiofor $350.
cratin^'forsliipmeiit extra. Immediate del ivei y.

Greene Biplane, with 8 cylinder Curtiss motor,
$2500. Fine flyer, shipping ca.se.s iiiehideil,
MUarunteid in excellent condition. Immediate
delivery.

Farman Type Biplane, with Elhridire 40-00 motoi •
will Kive 5 mile tliurlit. $4500 ineludiutc
packiiiff cases and extra propeller. Immediate
delivery.

Aero Wheels from $4.50 up.

"Camasco" Unbreakable Wheels, $6.25.

40 H. P. Curtiss, $650. H cyl.

20 H. P. Curtiss. 4 cyl

60 H. P. Hall-Scott, motor in sood condition, has
down a 970 lb. machine, $1450.

"Camasco" Knockdown Planes from $150 up.

■¥■
M

¥
¥
¥

¥
¥
¥
¥

¥
¥

¥
¥
¥
¥

¥
¥
¥

Distributors of the " Parabolel Propeller " ¥

Agents: — Detroit Aeroplane Co. Motors, Detroit " Rotaero, " I

Palmer and Goodyear Tires, Naiad Cloth. k,

'•AERONAUTICS •' M

Watch this

Space
NEXT ISSUE

i:i This will interest you

THE KIRKHAM-EELLS
AEROPLANE CO.

New York

In ansivering advertisements please mention this magazine.

AERONAUTICS

November, igio

Vermont Man Builds Curtiss Type.

C. C. Bonetto. of Passumiisic. Vt,. has built a
Curtiss type biplaue from the information given
iu AERONAimcs, and is using tlie raacliine fo"i- ex-
liihition purposes.

FROM PARACHUTE TO AEROPLANE.

In tallving with a representative of Aeron'autics.
Mr. Bonette said : "I have been in the hot air
balloon line for the past IS years, with para-
fhute work. I originated some very good features
in this line. Including parachute from parachute
act, which I did! for the first time at Plattsburg,
X. y., in 1903. I had the aeroplane idea soon
as the Wrights made flights, and decided to either
Iniy or build one for exhibition purposes, as I
could see that it was the coming attraction. I
got prices on machines, and could see where I

could save a liig auiuunt by building my own
machine, which I did. I don't believe any ma-
chine was ever built und^er more difticulties," than
mine. After nine months of hard work, and lots
of remodeling up to two weeks ago. I got a flier.

"My machine is a Curtiss type, leaves the ground
nicely, and is a bird in the air. I have an
Elbridge 40 h. p. engine that is proving very
satisfactory. I have a good offer for the winter
with my machine and I want one engine man, and
one experienced aviator: can you help me to find the
two men? I want these men for six months, and
by that time I hope to be able to drive my
machine. Will you kindiy send me the addresses
of one or two good) men ?

"I use the Requa-Gibson 7 ft. by 4 ft. pro-
peller. I consider these are the best propellers
in the market."

<lmt. ^

H. i^-'

M. B. Sellers in Flight with 10 h, p. (rated I Motpr
165

AERONAUTICS

November, ipio

M. B. Sellers May Fly in New York.

M. B. Sellers, of Gralin, Ky.. who has boon
doing such wonderful work in his flights with but
a little over four horse power, has equipped his
latest machine with wheels for starting. These
rise automatically when the machine leaves the
ground and allow the aeroplane to alight on the
runners. Mr. Sellers" use of this acttially ante-
dates the published accounts of the Farman and
Antoinette flights, being used in a model in .Tune,
1908. The use of the weight, as described hereto-
fore fully in Aeronautics, has been done away
with. Successful flights are now being made with
a Bates 2-cylinder opposed rated 10 h. p. motor.

Mr. Sellers hopes to come to Mineola soon and
Show New Yorkers what can be done with a little
bit of power. His work has been not to just fly —
as almost any machine can do that — hut to de-
velop the efliciency of surfaces and a propeller
to a point where successful flight may be ob-
tained with the minimum of power.

Women Learn to Fly.

Miss Blanche Scott, the young lady who drove
an automobile across the continent, began her
trials at flight with a Curtiss machine at Ham-
mondsport on Sent. 20. After a few flights by
Glenn Curtiss himself. Miss Scott was allowed
to do some "gi'ass cutting" to get accustomed to
the controls. After an hour of this she made a
counle of short straightaway flia-hts. The rest
of that week was a repetition of the lessons, with
grass cutting and flights alternating.

Mrs. F. Raiche, whose husband has endeavored
to nstablish an aeroplane manufacturing business
at Alineola, has made a nunilier of successful flights
with a Curtiss type machine fitted with a Fox
"De Luxe" motor. Previous attemnts at flights
had been made by Raiche but his home-m'ade
engine either fell to pieces or did not work. Then
he got the Dean engine and the "Missus" tried the
machine and it flew "to the Queen's taste." Of
course Mrs. Raiche had to break a rib or so in
the machine ])ut all aviators of note do that.
.\merica can now boast of two fnmiale aeroplane
pilots.

Mrs. Raiche has been nresonted. bv admiriu';-
friends, with a handsome ieweled medal in recov-
nil ion cf her achievements.

Orville Wright's Flights Over Dayton.

On Sept. 22, during the Dayton Fall Festival,
Orville Wright flew from the training grounds at
Simras Station over the city of Dayton and liack,
u'aking a most spectacular flight. The distance
was about IS miles. As this was the first flight
ever made over the city, the wildest enthusiasm
reigned, all business being suspend(^d for the time.
The flight was made absolutely on schedule time
and was, of course, a perfect one in every respect,
great height being maintained during the entire
flight. Mavor Burkhardt was a passenger on one
flight.

Novel Features in Illinois Aeroplane,

William E. Somerville. of Coal City, 111., states
he has made flights with the novel machine illus-
trated herewith. The total area is 510 sq. ft., and
the machine weighs 1,020 pounds. The upper
main plane is 45x5 ft., the lower 35 x 5 ft. The
tail, 8x5 ft., is placed 18 ft. back of the trail-
ing edge. The elevator. 3 x 10 ft., is 10 ft. ahead
of the leading edge. The engine has four cylin-
dei's, 4 cycle, 5x5 in., developing 40 h. p. at
1.000 r. p. m., propeller 7 ft. in diameter by
5 ft. pitch. Angle of incidence 5 degrees when in
the air, on the ground 9 degrees. It will be seen
from the photographs that the top ends of the
main planes are upturned, also that a central fin
is placed on the top plane.

The inventor states that he has found the up-
turned ends of the wings and central fin to be
sufiicient to maintain lateral stability. He states :
"In calm weather I had no use for the Venetian
blind arrangement situated near the extremitie.s
of top plane, but with a breeze the machine i-ocks
occasionally and) I had occasion to open the blind
on the high side, and the machine immediately
regained an even keel. I am positive as soon as
I get accustomed to being in the air that the
blinds will not be used, as the upturned ends and
controlling fin are all that are required to maintain
lateral stability automatically. The longitudinal
stability is maintained by the peculiar construe
tion of the tail. The top plane is perfectly flat ;
the bottom is slightly curved. I had some trouble
getting the proper angle of incidence on the tail,
but after a few trials the machine flew nicely
without oscillation."

A monoplane has also been designed and built
with upturned ends and central fin but not yet
tried out.

Eldridge Tries Parachute.

Dr. Thos. E. Eldridge. of Philadelphia, recently
went up in a hot air balloon at the Trenton State
Fair, and returned to earth via parachute. Thafs
a stunt few will follow.

C. C. Bonnette

166

AERONAUTICS

November, igio

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AERONAUTICS

November, ig

The Advantages of

DELCO IGNITION

FOR AEROPLANE MOTORS

CDelco Battery Ignition runs with as little attention from the operator as the
liii^hest priced ma<»neto. It is better for aero|)lane work than a magneto
because of greater range of effective spark control, because
of greater speed, and because it makes your motor easier
to start. CSix ordinary dry cells are used as a source of
current suppl,v and will run jour motor a very long period.
They will run an automobile ^,000 miles or more. C With
a Delco equipped motor you never have to spin it to start.
A slight turn is all that is required. CL No other ignition
will give you as great engine speed as Delco. No other
ignition is so simple or requires so little attention. CLTcII
us the type of motor you have, and your present ignition
equipment, and we will (piote jirices for equipment with
Delco.

The Dayton Engineering Laboratories Co.

Delco Ignition Dept. DAYTON, OHIO, U. S. A.

Delco High Tension Distributor, t
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The Roberts Aeroplane Motor

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:ronautics

November, igio

Orville Wright Flying at Simms Station

f Wm Z.5omern2Ie
^M of Coal Citjr, JJ7S.

167

AERONAUTICS November, 1910

THE INTERNATIONAL BALLOON RACE

^0'^/8£B

CROA/.

Lieut. Vogt

Lieut. Vogt is 26 years old. After his work
at Strassbourg University he studied meteorology
under Prof. liergeseff. Entered German Army and
promoted to rank of adjutant of mounted artillery.
Won first position in tliree long distance balloon
races.

Colonel Schaeck

Won 1908 Gordon Bennett for Switzerland
and established a world's duration record of 72 hours.

Alfred Le Blanc

Represented France in the 1907 G-B balloon
race at St. Louis and finished 2nd, landing at
Herbertsville, N. J., a distance of 8(56 miles.
For this trip he made a new duration record tor the
U. S. of 44 hrs. and 5 mins. He was second in
the 1909 G-B race from Zurich. Won $20,000 prize
in covering 486 miles across Country in 10 days.

Hauptmann Von Abercron

Hauptmann von Abercron is 40 years old and
has been interested in aeronautics since 1890, is
a dirigible pilot and captain in an infantry regi-
ment. President of the Lower Rhine Aero Club,
the largest in the world. Has made 160 balloon
ascents. In 1906, he won prize of tlie Grand Duke
of Baden. He has been in every Gordon Bennett
balloon race and finished third in the 1907 race
from St. Louis. In a 340 c. m. balloon he has
crossed the Alps. Herr Blanckertz is his companion
in the 1910 race. The latter is a manufacturer in
Dusseldorf, 40 years old, has made many balloon
trips and with Abercron as pilot won the King of
Saxony's prize in an ascent of 1000 kilometers
out of Dresden.

THERE are eight balloon.s in tlie fifth contest
for the Gordoa Bennett trophy, to be held
at St. Louis, Oct. 17. Three foreign coun-
tries are entered, France, Germany and
Switzerland.

Representing France are Alfred Leblanc and
Jacques Faure. Germany has Hauptmann Von
Abercron, Lieut. Vogt and Ing. Hans Gericke.
Switzerland, which country had the cup last, has
Colonel Schaeck and E. Messner.

There will be no representatives of Denmark in
the race, although the Danish Club had entered
a balloon. It seems, or at least it is so reported,
that the titled pilot selected could find no one in
America who was willing to pay all his expenses
for the privilege of being aide.

Besides the trophy there is a cash prize of
$5,000, also given by Bennett.

The cup and the $5,000 additional has been
given each year, beginning in 1!)0T, when Lieut.
F. P. Lahm and Major Henry B. Ilcrsey won the
cup and prize on its first offering.

PAST G. B. RECORDS.

Paris, 190i6— Lieut. F. P. Lahm, 410. miles.

St. Louis, 1907 — Oscar Erbsloh (Germany), 87:2
miles.

Berlin, 1908— Col. Schaeck (Switzerland), \(5.-?
miles.

Zurich, 1909— E. W. Mix (America), 696 mile^

Hawley, Honeywell and Wade Win.

The .\ero Club of .\nierica has given out the
oflicial figures of the elimination balloon race from
Indianapolis on Sept. 17.

A. It. Hawley, H. E. Honeywell and J. H.
Wado, .Jr., will represent this country in the
international race, starting from St. Louis o\\ Ww
17tli of October. The distances and duration of
each of the competitors follows :

America II. — A. R. Hawley pilot, Augustus Post
aide, landing at Warrenton, Fauquier County, Va.,
45.3 miles; duration 44 hrs. 25 min. oO sec.

Centennial — II. E. Honeywell pilot, W. Lam-
bert aide, landing at Bush Valley, Indiana County,
Pa., 37914 miles; duration 23 hrs. 36 min.

Buckeye — J. II. Wade. Jr., pilot, A. II. Morgan
aide, landing at Sowers, Floyd County, Va., ;i71
miles ; duration 37 hrs. 38 min.

168

4ER0NAUTICS November, 1910

mmmi»»»;»n»»»:m» mmtm?tm:: »»»»»»»» »» » i »nn»»»»;:»»»t»»»»t»t»»»m mm

The Aero Club of St. Louis

ANNOUNCES THE NATIONAL AERO SHOW

November 17th to 24th, 1910

MAMMOTH COLISEUM BLDG., ST. LOUIS, MO. [

Complete Exhibition of Aeroplanes^ Dirigibles, Sphericals,
Parts, Supplies, Accessories and All Articles of a Kindred Nature

I 'HE BUILDING contains over 38,000 sq. feet of floor space, tfiis has been

laid out to give the public 1-3 and the exhibitors 2-3. More than half the

exhibition space has already been taken, but we wish to show our visitors the be^

variety possible — so we would appreciate and do solicit communications from all interested

ST. LOUIS NATIONAL AERO SHOW |

Coliseum Building :: :: :: St. Louis, Mo.

In answering advertisements please mention tliis niagasine.

AERONAUTICS

November, TQic

m^^'TM^^MM

GLENN CURTISS

In the flight from Albany to New York City had his bi-plane equipped with

PALMER AEROPLANE TIRES

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Parafioii Propellers made by the American
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In answering advertisements please mention this magazine.

AERONAUTICS

November, ipio

The duration of the America II. is greater by
20 minutes than, the American duration record of
44 hours and 5 minutes, estalilishod in 1907 in
the Gordon Bennett from St. Louis, whicli was
later broken by llarmou and I'ost. who made a
new American duration record of 48 liours and
20 minutes.

The "America II." and the Buckeye, 80,000 cu. ft.
capacity, were built by Leo Stevens of rubber fab-
ric. The Centennial was built by the French-
American Balloon Co., of which II. K. Honeywell
is the head.

The "Centennial" is the .same balhjon which won
second place in the St. Louis race of October 4,
1909, ten balloons being entered. In this race
it scored 48S miles and was up 47 hours and 41
minutes, establishing for the moment a new
American record.

The free-for-all balloon race was declared to
be won by the "Drifter." A. B. Lam'bert, the offi-
cial in charge, gave the decision to this balloon,
as at the time of start none of the others were
ready to leave. The cup, a diamond studded
and handsomely engraved trophy, was given l>y
the Indianapolis Motor Speedway. In addition
to the cups offered, gold Speedway Medals will
be given the pilots who finished second, third,
fourth and fifth. The standing of the lialloons
in the free-for-all race follows :

Drifter — A. Holz pilot, G. R. Howard aide ; land-
ing at Littleton, Wetzel County, W, Va,, 325 miles ;
duration, 21 hi-s. 15 min.

University Citj' — John Berry pilot, no aide ; land-
ing at McKeesport, Alleghany County, Pa., 350
miles; duration, 20 hrs. 30 min,

Topeka — E, S. Cole pilot, E. M. Jacobs aide :
landing at Washington, Pa., 325 miles; duration,
20 hrs. 4S min.

Luzerne — L. E. Custer pilot, no aide: laniding
at Noblesville, Hamilton County, lud., 23 miles ;
duration 2 hrs.

■■•s^f- -<^'^^£<.<^2<^»za:k^...j>I ..iMSd^fe^ J

J. H. Wade, Jr. and A. H. Morgan

Sun of .1. }I. Wade, one of Cleveland's (Ohio)
uealtliiest residents, wlio presented Wade Park to
the Cif.v of Cleveland. He is 2r years of age, and.
with his brother, is interested in real estate there.
Wade has always been in for anything new and is
well liked in his city. What he has done in aero-
naiuics has been piu:ely for sport in every respect.

His aide, Jlr. A. H. Morgan was a chum of his in
si-liool and they have lived together more or less dur-
ing their entire life. Mr. Morgan is the president
of the American Lithograph Co.. and has always
been keen on the sport of ballooning.

Their first trip was made as guests of A. Leo
Stevens, about three years ago, in the balloon "All
America" from Pltlsfleld. Mass.. in company with
three others. This ascent was made in a driving
snow storm. The party landed that same evening at
Canterbury, N. H.. after covering a distance of
168 miles. They enjoyed the sport very much and
immediately after had constructed a balloon called
"Sky Pilot" in which they have made many credit-
able flights. They have taken into the air many
Cleveland boys and have got the better class of the
above city interested. On Oct. 4, 1909, they won third
prize in the Centennial balloon races from St, Louis.

Million Population City — S. L. Von Phul pilot.
.T. M. O'Reilly aide, landing at Trafford, Westmore-
land County, I'a.. :'>4:'> miles ; duration 21 hrs.
1(> min.

Miss Sophia — W. F. Assman pilot, P. J. McCoI-
lou.nh aide, landing at Macfarlan, Ritchie County.
W. Va., 2091/2 miles; duration, 24 hrs. 8 min.

Phil. II.-— A. T. Atherholt pilot, C. B. Graham
aide, landing at Dexter, Meigs County, Ohio, 218
miles ; duration, 18 hrs, 52 min.

New York — C, B. Harmon pilot, Thos. S. Bald-
win aide, landing at Powellsville, Scioto County.
Ohio, 198 miles; duration, 18 hrs. 4 min.

Hoosier II. — Charles Walsh pilot, Maj. Samuel
Iteber aide, landing at West Milton, Miami County,
Ohio, 99 miles ; duration, 7 hrs. 6 min. ,

H. E. Honeywell

Balloon builder of St. Louis. Won second place
in the elimination race on Sept. 17, and in the
Centennial race in 1909. when he covered 488 miles
and was up 47 hrs. 41 min.. a record duration at
the time. Won balloon race from Cliicago, July
4, 1908, making 786 miles, with 86 miles of the
American distance record. Won third place when aide
to A. B. Lambert in IndianaiuUis race. June 5,
1909. On Nov. 18. 1908. with Lambert he made a
long ascent to Tiger, Ga.," 401 miles.

AERONAUTICS November, iqio

THE WEATHER MAP— AN AID TO BALLOONISTS

By Dr. A. J. Henry.

OF MOUNT WBATHEE EESEARCH OBSEKVATORY.

THE majority of the contestants in the elimina-
tion race that took place from Indianaijolis,
Ind., on Sept. 17th, experienced bafHing
winds, rain and thunder storms, and were
forced to make landings in the earlier stages of
the race. The experience of these aeronauts is
easily understood/ by reference to the daily weather
map. On the morning of the 17th an extensive area
of low pres.sure overlaid Minnesota, which during
the day moved rapidly eastward so that its in-
fluence was felt throughout the upper Ohio ^'alley
Sunday night. It should be explained that the
lower layers of the atmosphere in an area of
low pressure are in a turbulent state, that thun-
der storms and rain have their origin in areas
of low pressure, that ascending currents of air,
often of considerable strength, are sometimes ex-
perienced in the central portion of these dis-
turbances. The experience of this observatory in
attempting to make kite flights in Iow.s confirms
the foregoing in all essential particulars. It would
seem therefore, that it would be the part of
prudence to avoid as far as possible the central
liortion of lows in attempting balloon flights oi
any sort, especially those in which long distance
flights are contemplated.

MIGHT HAVE DONE BETTER.

In the case in question a postponement of the
a.scensions for 24 hours would undoubtedly have
given much more propitious weather and longer
flights. The rear of a low and at only a moderate
altitude, says 3,500. to 4,000 feet above ground,
would seem to the writer as the most advantageous
zone in which to achieve a successful long distance
balloon flight. — Sept. 28th, 1910.

Alan R. Hawlejr

Member of brokerage firm of William Hawley
& Co. Director of the Aero Club of America
since its beginning. He has made a number of
balloon ascents. In the 1907 Gordon Bennett he
finished 5th.

BRITISH FABRIC TESTING DEVICE

By T. O'B. Hubbard, Sec'y.

AERONAUTICAL SOCIETY OF GREAT BRITAIN.

OWING to the increased demand for aeroplanes
of all descriptions it has been found abso-
lutely necessary to test the strength of the
fabric which forms such an important part
of their construction, and in order that full re-
liance can be placed upon the strain the fabric
v.'ili stand, the machine has been designed by
W. & T. Avery, Ltd., of London and Birmingham,
for the National Physical Laboratorv at Ted-
dington.

The fabric of the required length is placed in
specially prepared grips and the strain is applied
by hand power, and the equilibrium is maintained
by means of fine shot which is allowed to flow into
a receiver suspended at the ends of a weighing
sleelyard.

The specimen may be of any length between 6
inches and the maximum of 25 inches, an elonga-
tion of 10 inches being allowed for beyond this
dimension.

The weighing arrangement consists of a main
lever and a steelyard, fitted with hardened steel
knife-edges which rest on hardened steel bearings
carried from the main standard.

The steelyard is graduated on both the back
and the front, the front graduations range from
zero to 200. pounds by one pound divisions, the
graduation.s at the back of the steelyard from zero
to 40 pounds by one-flfth pound divisions.

The front graduations are used when both the
lever and the steelyard are being used as com-
pound levers for indicating the loads.

When finer readings are roiiuired, the weighing
system is swung round upon the standard so as
to bring the rear knife-edge of the steelyard

directly over the specimen ; the main lever is then
out of use and the steelyard is in operation as a
single lever, the graduations ranging from zero
to 14 pounds being then ussed. The end of the
steelyard is fitted with a hardened steel knife-
edge from which a receiver is suspended.

A spring balance is interposed between the re-
ceiver and the steelyard, the dial of which is gradu-
ated to show the breaking loads, i. e., up to 1,200
pounds, by sub-divisions of one pound, and 240
pounds by sub-divisions of one-fifth pound re-
spectively. An upper reservoir is carried by a main
standard and fine shot is allowed to flow from this
to the receiver. The flow of the shot is regulated
so that the load is applied to the specimen at
the rate of 500 pounds per minute, and the flow
is automatically cut off when, the specimen breaks.

In preparing and applying the test, the speci-
men is connected to the roller attachment, the
shot is allowed to flow from the reservoir into the
receiver, and the strain is slowly applied with
either of the two changes of gear, thus keeping
the steelyard floating midway in the carrier. For
low capacities the quick speed is used for the
strain and the weighing apparatus revolved in
the standard so as to bring the steelyard into
use as a single lever. For high capacities the
slow strain is applied and the result weighed by
means of the main lever and the steelyard com-
pounded together.

When fhe specimen has been broken, the receiver
containing the shot is suspended from the link
hanging from the roar knife-edge of the steelyard
and then balanced by means of the loose propor-
tional weights and the sliding poise.

170

AERONAUTICS November, 19 lO

It is a Remarkable Fact

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That For the Past Six Months In America I

Every Novice Flight of any Moment Has
Been Made With

ELBRIDGE
Featherweight Engines

I Elbridge Engine Company

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4-
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d William Evans, experience one day, Hew 80 miles 'cro